(19)

*EP003369655B1*
(11) EP 3 369 655 B1
(12) EUROPEAN PATENT SPECIFICATION

(45) Date of publication and mention (51) Int Cl.:

of the grant of the patent: B64C 29/00 (2006.01) B64C 27/28 (2006.01)
08.01.2020 Bulletin 2020/02 F01D 15/10 (2006.01)

(21) Application number: 18157978.0

(22) Date of filing: 21.02.2018

(54) HYBRID PROPULSION DRIVE TRAIN SYSTEM FOR TILTROTOR AIRCRAFT

HYBRIDANTRIEBSSYSTEM VON KIPPROTORFLUGZEUGEN
SYSTÈME DE PROPULSION HYBRIDE POUR UN AVION À ROTOR BASCULANT

(84) Designated Contracting States: • DRENNAN, Joseph Scott

AL AT BE BG CH CY CZ DE DK EE ES FI FR GB Dallas, TX 75204 (US)
GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO
PL PT RO RS SE SI SK SM TR (74) Representative: Barker Brettell LLP
100 Hagley Road
(30) Priority: 02.03.2017 US 201762465934 P Edgbaston
14.02.2018 US 201815896383 Birmingham B16 8QQ (GB)

(43) Date of publication of application: (56) References cited:

05.09.2018 Bulletin 2018/36 EP-A1- 3 360 781 US-A- 4 982 914
US-A1- 2007 034 739 US-A1- 2016 200 436
(73) Proprietor: Bell Helicopter Textron Inc. US-A1- 2016 229 532
Fort Worth, TX 76101 (US)
• Sarah Goncalves: "DARPA’s Experimental VTOL
(72) Inventors: Plane Looks Like the Osprey of Tomorrow", , 3
• FENNY, Carlos Alexander August 2016 (2016-08-03), pages 1-2,
Fort Worth, TX 76112 (US) XP055462683, Retrieved from the Internet:
• WITTMAAK, John Robert Jr. URL:https://www.ecnmag.com/blog/2016/03/da
Newark, TX 76071 (US) rpas-experimental-vtol-plane-looks-osprey-
• RYAN, Mike John tomorrow [retrieved on 2018-03-26]
Colleyville, TX 76034 (US)
EP 3 369 655 B1

Note: Within nine months of the publication of the mention of the grant of the European patent in the European Patent
Bulletin, any person may give notice to the European Patent Office of opposition to that patent, in accordance with the
Implementing Regulations. Notice of opposition shall not be deemed to have been filed until the opposition fee has been
paid. (Art. 99(1) European Patent Convention).

Printed by Jouve, 75001 PARIS (FR)

 1 EP 3 369 655 B1
Description
TECHNICAL FIELD OF THE INVENTION
[0001] The present invention relates in general to the
field of aircraft, and more particularly, to a hybrid propul-
sion system for tiltrotor aircraft.
BACKGROUND OF THE INVENTION
[0002] Without limiting the scope of the invention, its
background is described in connection with tiltrotor air-
craft.
[0003] United States Patent No. 7,571,879, issued to
Builta, et al., is entitled "Automatic conversion system for
tiltrotor aircraft", and teaches a method for automatically
controlling the conversion of a tiltrotor aircraft. An air-
speed command for the tiltrotor aircraft is received. The
airspeed command is converted to a pylon position,
wherein a difference between the airspeed command
and a measured airspeed is calculated. The difference
between the airspeed command and a measured air-
speed is converted to a dynamic pylon position, and a
total pylon position is calculated from the pylon position
and the dynamic pylon position. A pylon of the tiltrotor
aircraft is moved to the total pylon position. Another em-
bodiment of the present invention is a system for calcu-
lating a position of a pylon of a tiltrotor aircraft based on
an airspeed command. The system includes an airspeed
command module, a pylon trim position module, a dy-
namic pylon position module, and a pylon position mod-
ule.
[0004] United States Patent No. 6,644,588, issued to
King, et al., is entitled, "Multi-mode tiltrotor nacelle control
system with integrated envelope protection," and teach-
es a tiltrotor aircraft that has a multi-mode tiltrotor nacelle
control system with integrated envelope protection. The
tiltrotor aircraft has a fuselage, a tail section, a left wing
member, a right wing member, a right engine nacelle, a
left engine nacelle, a left proprotor, and a right proprotor.
Activation of the nacelle control system causes prese-
lected rotational movement of the tiltrotor assembly.
[0005] US2016/229532A1 describes an engine sys-
tem with a multi-gas-generator, tip-turbine driven lift fan
with pressurized air circulation control for use on vertical
and short-take-off and landing (V/STOL) aircraft. Gas
generators located around the periphery of the fan drive
the fan through action on a fan blade-tip turbine or provide
compressed gas (hot or cold) to circulation control de-
vices. Enclosed in a nacelle, the engine employs circu-
lation control to control V/STOL performance.
[0006] US2016/200436A1 describes an aircraft, with
rotors configured to function as a tri-copter for vertical
takeoff and landing ("VTOL") and a fixed-wing vehicle for
forward flight. One rotor may be mounted at a front of the
vehicle fuselage on a hinged structure controlled by an
actuator to tilt from horizontal to vertical positions. Two
additional rotors may be mounted on the horizontal sur-
2
face of the vehicle tail structure with rotor axes oriented
vertically to the fuselage. For forward flight of the vehicle,
the front rotor may be rotated down such that the front
rotor axis may be oriented horizontally along the fuselage
5 and the front rotor may act as a propeller. For vertical
flight, the front rotor may be rotated up such that the front
rotor axis may be oriented vertically to the fuselage, while
the tail rotors may be activated.
[0007] "DARPA’s Experimental VTOL Plane Looks
10 Like the Osprey of Tomorrow" (Sarah Goncalves, 3 Au-
gust 2016, http://ecnmag.com/blog/2016/03/darpas-ex-
periniental-vtol-plane-looks-osprey-tomorrow) de-
scribes a turboshaft engine mounted in the fuselage of
a hybrid-electrical VTOL aircraft, which engine drives
15 twenty four separate ducted fans.
[0008] US2007/034739A1 describes a vehicle includ-
ing a fuselage having a longitudinal axis and a transverse
axis, two Ducted Fan lift-producing propellers carried by
the fuselage on each side of the transverse axis, a pilot’s
20 compartment formed in the fuselage between the lift-pro-
ducing propellers and substantially aligned with one side
of the fuselage, a payload bay formed in the fuselage
between the lift-producing propellers and opposite the
pilot’s compartment, and two pusher fans located at the
25 rear of the vehicle.
[0009] EP3360781A1 describes an aircraft including
an electric power source having a combustion engine
and an electric generator. The electric generator is pow-
ered by the combustion engine. The aircraft also includes
30 a propulsion assembly including a propulsor and an elec-
tric motor, the electric motor configured for rotating the
propulsor. The aircraft also includes an electrical outlet
configured for connection with an outside power sink.
The electrical outlet and the propulsion assembly are se-
35 lectively in electrical communication with the electric
power source such that the electric power source selec-
tively provides electrical power to one of the electrical
outlet or the propulsion assembly.
[0010] US4982914A describes an aircraft having a pair
40 of wing portions with propellers of a propeller pair which
are driven and synchronized by a fluid transmission be-
tween the power plant and the propellers. A fluid line
structure keeps most components of the craft together
and consists of three pipes which are also utilized to carry
45 the driving fluid to and from the motors, to hold the motors
and to hold the wings. The pipe structure can be pivoted
in respective bearings to effect the pivotal movement of
the propellers and wing portions for either vertical takeoff
and landing or for horizontal flight. The pipe structure is
50 built by pipes without bends in order to make the cleaning
of the interiors of the pipes from dirt and from remainders
of welding possible. Ribs and holding portions are pro-
vided on the structure for assembly and/or disassembly
of the wing portions of the pipe structure.
55
SUMMARY OF THE INVENTION
[0011] In one embodiment, the present invention in-
2
 3 EP 3 369 655 B1
cludes a hybrid propulsion system for a tiltrotor craft in
accordance with claim 1. In one aspect, the one or more
engines provide: direct, distributed, or direct and distrib-
uted, thrust during forward flight. In another aspect, the
one or more ducted fans or the one or more variable pitch
fans, or both, are connected to an electric motor, a hy-
draulic motor, or both, to provide additional thrust during
forward flight. In another aspect, the one or more engines
are connected via an electrical generator and electric mo-
tor, or a hydraulic pump and hydraulic motor, or both, to
the one or more ducted fans, one or more variable pitch
fans, or both, to provide additional thrust during forward
flight. In another aspect, the one or more engines are
connected to an electrical generator that is electrically
connected to an electric motor, wherein the electric motor
is connected to a variable pitch fan or ducted fan that
provides additional thrust during forward flight, wherein
the electric motor drives the one or more variable pitch
fans or ducted fans that are positioned at least one of
upstream, adjacent to, or downstream from, the one or
more engines, or the one or more engines are connected
to a hydraulic pump that is hydraulically connected to a
hydraulic motor, wherein the hydraulic motor is connect-
ed to a variable pitch fan or ducted fan that provides ad-
ditional thrust during forward flight, wherein the hydraulic
motor drives the one or more variable pitch fans or ducted
fans that are positioned at least one of upstream, adja-
cent to, or downstream from, the one or more engines.
In another aspect, the one or more engines comprise a
turboshaft engine or a high bypass engine. In another
aspect, the system further comprises a reduction gear-
box positioned between the one or more engines and the
one or more electrical generators or the one or more hy-
draulic pumps. In another aspect, the system further
comprises a proprotor reduction gearbox positioned be-
tween at least one of: the one or more electrical motors
or the one or more hydraulic motors, or both, and the
proprotor. In another aspect, the proprotors are driven
directly by the at least of: one or more electrical motors,
the one or more hydraulic motors, or both. In another
aspect, the system further comprises an electric slip ring
that electrically connects the one or more electrical gen-
erators to the one or more electrical motors in each of
the nacelles. or the system further comprises a hydraulic
swivel that hydraulically connects the one or more hy-
draulic pumps to the one or more hydraulic motors in
each of the nacelles. In another aspect, the tiltrotor craft
comprises, respectively: one to four electric generators
connected to the one or more engines and connected
one to four electric motors in each nacelle, or, one to four
hydraulic pumps connected to the one or more turboshaft
engines and connected to one to four hydraulic motors
in each nacelle, or a combination thereof. In another as-
pect, each of the proprotors are stop-fold proprotors.
[0012] In another embodiment, the present invention
includes a method of providing propulsion to a tiltrotor
craft in accordance with claim 2. In one aspect, each of
the nacelles is rotatable. In another aspect, the one or
4
more engines provide: direct, distributed, or direct and
distributed, thrust during forward flight. In another aspect,
the one or more ducted fans or the one or more variable
pitch fans, or both, are connected to an electric motor, a
5 hydraulic motor, or both, to provide additional thrust dur-
ing forward flight. In another aspect, the method further
comprises connecting one or more ducted fans, one or
more variable pitch fans, or both, to the one or more en-
gines via an electrical generator and electric motor, or a
10 hydraulic pump and hydraulic motor, or both, to provide
additional thrust during forward flight. In another aspect,
the method further comprises connecting one or more
ducted fans, one or more variable pitch fans, or both, to
the one or more engines via an electrical generator that
15 is electrically connected to an electric motor, wherein the
electric motor drives the one or more variable pitch fans
or ducted fans that are positioned at least one of up-
stream, adjacent to, or downstream from, the one or more
engines. or the method further comprises connecting one
20 or more ducted fans, one or more variable pitch fans, or
both, to the one or more engines via a hydraulic pump
that is hydraulically connected to a hydraulic motor,
wherein the hydraulic motor drives the one or more var-
iable pitch fans or ducted fans that are positioned at least
25 one of upstream, adjacent to, or downstream from, the
one or more engines. In another aspect, the one or more
engines comprise a turboshaft engine or a high bypass
engine. In another aspect, the method further comprises
positioning a reduction gearbox between the one or more
30 engines and the one or more electrical generators or the
one or more hydraulic pumps. In another aspect, the
method further comprises positioning a proprotor reduc-
tion gearbox between at least one of: the one or more
electrical motors or the one or more hydraulic motors, or
35 both, and the proprotor. In another aspect, the method
further comprises directly driving each of the proprotors
with the at least of: one or more electrical motors, the
one or more hydraulic motors, or both. In another aspect,
the method further comprises positioning an electric slip
40 ring to electrically connect the one or more electrical gen-
erators to the one or more electrical motors in the na-
celles. or the method further comprises positioning a hy-
draulic swivel to hydraulically connect the one or more
hydraulic pumps to the one or more hydraulic motors in
45 the nacelles. In another aspect, the tiltrotor craft compris-
es, respectively: one to four electric generators connect-
ed to the one or more engines and connected one to four
electric motors in each nacelle, or, one to four hydraulic
pumps connected to the one or more turboshaft engines
50 and connected to one to four hydraulic motors in each
nacelle, or a combination thereof. In another aspect, each
of the proprotors are stop-fold proprotors.
BRIEF DESCRIPTION OF THE DRAWINGS
55
[0013] For a more complete understanding of the fea-
tures and advantages of the present invention, reference
is now made to the detailed description of the invention
3
 5 EP 3 369 655 B1
along with the accompanying figures and in which:
FIG. 1 shows a perspective view of a tiltrotor aircraft
that can use the present application;
FIG. 2 shows a perspective view of another tiltrotor
aircraft that can also use the present application;
FIGS. 3A and 3B show top views of a tiltrotor high
speed motor hybrid electric propulsion system of the
present invention;
FIGS. 4A and 4B show top views of a tiltrotor high
speed motor hybrid hydraulic propulsion system of
the present invention;
FIGS. 5A to 5C show top views of a tiltrotor high
torque motor hybrid electric propulsion system of the
present invention;
FIGS. 6A to 6C show top views of a tiltrotor high
torque motor hybrid hydraulic propulsion system of
the present invention;
FIG. 7 shows a top view of a tiltrotor high bypass
engine hybrid electric propulsion system of the
present invention;
FIG. 8 shows a top view of a tiltrotor high bypass
engine hybrid hydraulic propulsion system of the
present invention.
DETAILED DESCRIPTION OF THE INVENTION
[0014] Illustrative embodiments of the system of the
present application are described below. In the interest
of clarity, not all features of an actual implementation are
described in this specification. It will of course be appre-
ciated that in the development of any such actual em-
bodiment, numerous implementation-specific decisions
must be made to achieve the developer’s specific goals,
such as compliance with system-related and business-
related constraints, which will vary from one implemen-
tation to another. Moreover, it will be appreciated that
such a development effort might be complex and time-
consuming but would nevertheless be a routine under-
taking for those of ordinary skill in the art having the ben-
efit of this disclosure.
[0015] In the specification, reference may be made to
the spatial relationships between various components
and to the spatial orientation of various aspects of com-
ponents as the devices are depicted in the attached draw-
ings. However, as will be recognized by those skilled in
the art after a complete reading of the present application,
the devices, members, apparatuses, etc. described here-
in may be positioned in any desired orientation. Thus,
the use of terms such as "above," "below," "upper," "low-
er," or other like terms to describe a spatial relationship
6
between various components or to describe the spatial
orientation of aspects of such components should be un-
derstood to describe a relative relationship between the
components or a spatial orientation of aspects of such
5 components, respectively, as the device described here-
in may be oriented in any desired direction.
[0016] Helicopters are incredibly useful aircraft allow-
ing for vertical takeoff, hovering and vertical landing.
However, helicopter speed and range performance falls
10 far short of that provided by conventional fixed wing air-
planes. The development of tiltrotor technology has in-
creased the speed rotorcraft speed to over 300 MPH (482
KPH) and extended range to approach the performance
of conventional turboprop aircraft. Tiltrotor speed per-
15 formance still falls short of what can be achieved by con-
ventional jet propulsion aircraft.
[0017] Jet fighter/attack aircraft such as the AV-8B
Harrier and F-35 Lightning utilize jet thrust to provide ver-
tical takeoff, hovering and vertical landing, and can obtain
20 speeds of over 600 MPH (965 KPH). But the penalty for
using jet thrust to provide vertical lift is dramatically re-
duced useful payload and range performance. Reduced
payload and range performance is a direct consequence
of the high disc loading (projected area of lift thrust) when
25 using jet thrust to provide vertical lift. The relatively low
disc loading of helicopters and tiltrotors allows for efficient
vertical lift.
[0018] In a conventional tiltrotor, a mechanical propul-
sion system drive train provides necessary safety, relia-
30 bility, and operating performance at an acceptable
weight. However, to support the unique operating re-
quirements for a stop-fold tilt rotor, the addition of a high
speed clutch, rotor phasing unit, and convertible engine
can result in unacceptable loss of propulsion system re-
35 liability and an undesirable increase in aircraft weight.
[0019] The hybrid propulsion system of the present in-
vention can use a stop-fold proprotor, for conversion be-
tween helicopter and airplane modes by rotation of the
pylons. With the stop fold tiltrotor operating in airplane
40 mode, aircraft speed is increased further as the convert-
ible engine transitions into a turbo jet to provide forward
thrust and the rotors are slowed to a stop. Once the rotors
are stopped they are folded back against the pylons to
reduce aerodynamic drag and permit additional increase
45 in speed.
[0020] FIG. 1 shows a tiltrotor aircraft 100 that utilizes
the system in accordance with the present application.
Tiltrotor aircraft 100 includes tilt rotor assemblies 102a
and 102b that are carried by wings 104a and 104b, and
50 are disposed at end portions 106a and 106b of wings
104a and 104b, respectively. Tilt rotor assemblies 102a
and 102b include nacelles 108a and 108b, which carry
the engines and transmissions of tiltrotor aircraft 100. Tilt
rotor assemblies 102a and 102b move or rotate relative
55 to wing members 104a and 104b between a helicopter
or hover mode in which tilt rotor assemblies 102a and
102b are tilted upward, such that tiltrotor aircraft 100 flies
like a conventional helicopter; and an airplane or cruise
4
 7 EP 3 369 655 B1
mode in which tilt rotor assemblies 102a and 102b are
tilted forward, such that tiltrotor aircraft 100 flies like a
conventional propeller driven aircraft.
[0021] FIG. 2 shows another tiltrotor aircraft 200 that
utilizes the system in accordance with the present appli-
cation. Tiltrotor aircraft 200 includes tilt rotor assemblies
202a and 202b that are carried by wings 204a and 204b,
and are disposed at end portions 206a and 206b of wings
204a and 204b, respectively. Tilt rotor assemblies 202a
and 202b include nacelles 208a and 208b, which include
the engines and transmissions of tiltrotor aircraft 200. In
this embodiment, the engines are fixed to the wing and
do not rotate, rather, only the pylons 210a and 210b with
the tilt rotor assemblies 202a and 202b rotate. Tilt rotor
assemblies 202a and 202b move and rotate relative to
wing members 204a and 204b and the nacelles 208a
and 208b. The tilt rotor assemblies 202a and 202b do
not more relative to the wing members 204a and 204b.
Instead, during the transition between a helicopter or hov-
er mode only the pylons 210a and 210b with the tilt rotor
assemblies 202a and 202b rotate to redirect the thrust
from the tilt rotor assemblies 202a and 202b. The tiltrotor
aircraft 200 is still able to fly like a conventional helicopter;
and an airplane or cruise mode in which one of the rotors
are tilted forward, such that tiltrotor aircraft 200 flies like
a conventional propeller driven aircraft.
[0022] The invention of a hybrid propulsion drive train
system for tiltrotor aircraft, which can be a stop-fold tiltro-
tor aircraft, that resolves the reliability and weight penal-
ties of a mechanical propulsion system drive train by re-
placing gearboxes, drive shafts, clutches, and phasing
units with redundant high-speed electric motors, electric
generators and multiple electrics power distribution
busses. Alternatively, the hybrid propulsion drive train
system may be configured using redundant high-speed
hydraulic motors, hydraulic pumps and multiple hydraulic
power distribution systems. The skilled artisan will rec-
ognize that a combination of both the electric and hy-
draulic system may also be used in certain configura-
tions.
[0023] Hybrid propulsion as configured in this invention
eliminates the use of gearboxes and drive shafts to dis-
tribute power from the engine to the prop rotors. In one
example, a turbo shaft engine is connected to a reduction
gearbox that drives redundant electric generators (e.g.,
high-speed electric generators) or hydraulic pumps to
provide electric or hydraulic power, respectively. Power
from the electric generators or hydraulic pumps is con-
veyed, respectively, to electric or hydraulic motors on the
pylons that drive the proprotor gearboxes via multiple
electrics power distribution busses or multiple hydraulic
power distribution systems. The application of redundant
electric and/or hydraulic power distribution systems sup-
ports required safety/reliability requirements while pro-
viding for simplified airframe routing over mechanical
drive shafts. The hybrid power drive train system pro-
vides for variable speed operation of the rotors down to
zero RPM, thus, the requirement for a high-speed clutch
8
and a rotor-phasing unit is eliminated. As such, the
present invention includes a hybrid propulsion drive train
system that does not include or require a high-speed
clutch and/or a rotor-phasing unit.
5 [0024] A major impediment to the development of a
tiltrotor aircraft, such as a stop-fold tiltrotor aircraft, is the
absence of an existing convertible engine capable of con-
tinuous overlapping transition between turbo-shaft and
turbo-jet operating modes. The hybrid propulsion drive
10 train system for tiltrotor aircraft of the present invention
utilizes existing internal combustion, jet, or turbo shaft
engine technology, thereby the eliminating the require-
ment for a convertible engine.
[0025] In modern high bypass jet engines, the majority
15 of the thrust is generated from a ducted fan in front of the
engine, not from the flow of hot combustion gases pass-
ing through the engine as with early jet engines. Very
large air-flow at relatively low differential to aircraft speed
generated by the high bypass configuration increases
20 engine efficiency, resulting in reduced fuel consumption.
This is why commercial jet aircraft nacelles have grown
in diameter with the demand for increased fuel efficiency.
The greater the volume of bypass air, the greater the
engine efficiency.
25 [0026] To increase propulsion efficiency it is now pos-
sible to separate the fan from the engine completely, thus,
locating the individual components in the aircraft to max-
imize aerodynamic efficiency and provide for variable fan
speed operation. This is commonly known as "distributed
30 propulsion". Power generated from engines, such as a
turbo shaft engine, is transmitted to the ducted fans uti-
lizing electric generators on the engine to power electric
motors on the variable speed ducted fans.
[0027] FIG. 3A shows a top-view of an electric hybrid
35 propulsion drive train system of the present invention that
incorporates distributed propulsion to provide thrust for
high speed and efficient forward flight using ducted fans.
Aircraft 300 is depicted having a fuselage 302 and na-
celles 304a, 304b. The fuselage 302 includes one or
40 more engines 306, which is depicted in this embodiment
as a single turbo shaft engine that is connected to an
engine reduction gearbox 308. Of course, the skilled ar-
tisan will recognize that for purposes of redundancy the
aircraft 300 can include more than one engine as depict-
45 ed in the insert. The engine reduction gearbox 308 con-
nected to one or more electric generators (in this version
three electric generators 310a, 310b, and 310c are de-
picted) that convert shaft power from the turbo shaft en-
gine 306 into electrical power. The electric generators
50 310a, 310b, and 310c are connected, respectively, to
power conduits 312a, 312b, 312c. Power conduit 312a
is connected to electric motors 313a, 320a and 324a.
Power conduit 312b is connected to electric motors 313b,
320b and 324b. Power conduit 312c is connected to elec-
55 tric motors 313c, 320c and 324c. In certain embodiments,
the aircraft 300 may be a tiltrotor aircraft and the nacelles
304a, 304b tilt, which can require, e.g., an electric slip
ring 318a, 318b, respectively, to connect power conduits
5
 9 EP 3 369 655 B1
312a, 312b, 312c to the respective electric motors. It is
possible that the various electric generators 310a, 310b,
310c, power a single large electric motor, however, for
applications in which redundancy is preferred (such as
manned aircraft), it will be common to include 1, 2, 3, 4,
or more electric motors. The number of electric motors
can be optimized by factoring the weight of the electric
motor, the speed of the electric motor, the torque of the
electric motor, the weight of the aircraft, etc. In this em-
bodiment, the electric motors 313a, 313b, and 313c are
depicted as driving a reduction gearbox 314 that con-
nected to a ducted fan 316 that is used to provide addi-
tional thrust to the aircraft 300. While the ducted fan 316
is depicted in this embodiment as being in the back of
the aircraft 300, the skilled artisan will recognize that it
may be positioned in front of the engine 306, adjacent to
the engine 306 or may include more than one ducted fan
316, such as 1, 2, 3, 4, or more ducted fans. Turning to
each of the nacelles 304a, 304b, each is depicted with
three electric motors, however the skilled artisan will rec-
ognize that the number of electric motors can be varied
depending on power-to-weight curves or restrictions,
such as 1, 2, 3, 4, or more electric motors. The electric
motors 320a, 320b, and 320c are depicted in nacelles
304a connected to drive a prop rotor gearbox 322 that
turns a proprotor (not depicted). Likewise, the electric
motors 324a, 324b, and 324c are depicted in nacelles
304b to connect to and drive a prop rotor gearbox 326
that turns a proprotor (not depicted). Thus, the two na-
celles 304a, 304b are used in a traditional manner as
with all tiltrotor or vertical take off and landing craft to
provide lift when the proprotors are parallel to the ground
and upon take off will rotate to a position generally per-
pendicular to the flight during forward flight providing
thrust. In certain embodiments, such as when the pro-
protors are foldable during flight, the proprotors may be
used primarily for the initial take-off and landing, but the
ducted fan 316 may provide addition thrust or be the pri-
mary or sole source of thrust during forward flight. FIG.
3B shows the turbo shaft engine 306 in an expanded
view that depicts two turbo shaft engines 330a, 330b,
that connect to the engine reduction gearbox 308. The
aircraft 300 may include 1, 2, 3, 4, or more engines. Of
course, in certain embodiments the engines may be con-
ventional jet engines or even standard combustion en-
gines, so long as they provide shaft power to drive the
reduction gearbox 314 that provides power to ducted fan
316.
[0028] FIG. 4A shows a top-view of a hydraulic hybrid
propulsion drive train system of the present invention that
incorporates distributed propulsion to provide thrust for
high speed and efficient forward flight using ducted fans.
Aircraft 400 is depicted having a fuselage 402 and na-
celles 404a, 404b. The fuselage 402 includes one or
more engines 406, which is depicted in this embodiment
as a single turbo shaft engine that is connected to an
engine reduction gearbox 408. Of course, the skilled ar-
tisan will recognize that for purposes of redundancy the
10
aircraft 400 can include more than one engine as depict-
ed in the insert. The engine reduction gearbox 408 con-
nected to one or more hydraulic pumps (in this version
three hydraulic pumps 410a, 410b, and 410c are depict-
5 ed) that convert shaft power from the turbo shaft engine
406 into hydraulic power. The hydraulic pumps 410a,
410b and 410c are connected, respectively, to hydraulic
fluid conduits 412a, 412b, 412c. Hydraulic fluid conduit
412a is connected to hydraulic motors 413a, 420a and
10 424a. Hydraulic fluid conduit 412b is connected to hy-
draulic motors 413b, 420b and 424b. Hydraulic fluid con-
duit 412c is connected to hydraulic motors 413c, 420c
and 424c. In certain embodiments, the aircraft 400 may
be a tiltrotor aircraft and the nacelles 404a, 404b tilt,
15 which can require, e.g., an hydraulic swivels 418a, 418b,
respectively, to connect hydraulic fluid conduits 412a,
412b, 412c to the respective hydraulic motors. It is pos-
sible that the various hydraulic pumps 410a, 410b, 410c,
power a single large hydraulic motor, however, for appli-
20 cations in which redundancy is preferred (such as
manned aircraft), it will be common to include 1, 2, 3, 4,
or more hydraulic motors. The number of hydraulic mo-
tors can be optimized by, e.g., factoring the weight of the
hydraulic motor, the speed of the hydraulic motor, the
25 torque of the hydraulic motor, the weight of the aircraft,
etc. In this embodiment, the hydraulic motors 413a, 413b,
and 413c are depicted as driving a reduction gearbox
414 that connected to a ducted fan 416 that is used to
provide additional thrust to the aircraft 400. While the
30 ducted fan 416 is depicted in this embodiment as being
in the back of the aircraft 400, the skilled artisan will rec-
ognize that it may be positioned in front of the engine
406, adjacent to the engine 406 or may include more
than one ducted fan 416, such as 1, 2, 3, 4, or more
35 ducted fans. Turning to each of the nacelles 404a, 404b,
each is depicted with three hydraulic motors, however
the skilled artisan will recognize that the number of hy-
draulic motors can be varied depending on power-to-
weight curves or restrictions, such as 1, 2, 3, 4, or more
40 hydraulic motors. The hydraulic motors 420a, 420b and
420c are depicted in nacelles 404a connected to drive a
prop rotor gearbox 422 that turns a proprotor (not depict-
ed). Likewise, the hydraulic motors 424a, 424b and 424c
are depicted in nacelles 404b to connect to and drive a
45 prop rotor gearbox 426 that turns a proprotor (not depict-
ed). Thus, the two nacelles 404a, 404b are used in a
traditional manner as with all tiltrotor or vertical take off
and landing craft to provide lift when the proprotors are
parallel to the ground and upon take off will rotate to a
50 position generally perpendicular to the flight during for-
ward flight providing thrust. In certain embodiment, such
as when the proprotors are foldable during flight, the pro-
protors may be used primarily for the initial take-off and
landing, but the ducted fan 416 may provide addition
55 thrust or be the primary or sole source of thrust during
forward flight. FIG. 4B shows turbo shaft engine 406 in
an expanded view that depicts two turbo shaft engines
430a, 430b, which connect to the engine reduction gear-
6
 11 EP 3 369 655 B1
box 408. The aircraft 400 may include 1, 2, 3, 4, or more
engines. Of course, in certain embodiments the engines
may be conventional jet engines or even standard com-
bustion engines, so long as they provide shaft power to
drive the reduction gearbox 414 that provides power to
ducted fan 416.
[0029] The present invention also includes the combi-
nation of both electric generators connected to electric
motors, and hydraulic pumps connected to hydraulic mo-
tors on the same aircraft. While generally only one type
of torque-converting power will typically be used, it is pos-
sible that certain configurations, size, weight, and torque
requirements may include at least one or more electric
and one or more hydraulic system(s) in the same aircraft.
[0030] FIG. 5A shows a top-view of an electric hybrid
propulsion drive train system of the present invention that
incorporates distributed propulsion to provide thrust for
high speed and efficient forward flight using ducted fans.
Aircraft 500 is depicted having a fuselage 302 and na-
celles 304a, 304b. The fuselage 302 includes one or
more engines 306, which is depicted in this embodiment
as a single turbo shaft engine that is connected to an
engine reduction gearbox 308. Of course, the skilled ar-
tisan will recognize that for purposes of redundancy the
aircraft 500 can include more than one engine as depict-
ed in the insert. The engine reduction gearbox 308 con-
nected to one or more electric generators (in this version
three electric generators 310a, 310b, and 310c are de-
picted) that convert shaft power from the turbo shaft en-
gine 306 into electrical power. The electric generators
310a, 310b, and 310c are connected, respectively, to
power conduits 312a, 312b, 312c. Power conduit 312a
is connected to electric motors 313a, 502a and 506a.
Power conduit 312b is connected to electric motors 313b,
502b and 506b. Power conduit 312c is connected to elec-
tric motors 313c, 502c and 506c. In certain embodiments,
the aircraft 500 may be a tiltrotor aircraft and the nacelles
304a, 304b tilt, which can require, e.g., an electric slip
ring 318a, 318b, respectively, to connect power conduits
312a, 312b, 312c to the respective electric motors. It is
possible that the various electric generators 310a, 310b,
310c, power a single large electric motor, however, for
applications in which redundancy is preferred (such as
manned aircraft), it will be common to include 1, 2, 3, 4,
or more electric motors. The number of electric motors
can be optimized by factoring the weight of the electric
motor, the speed of the electric motor, the torque of the
electric motor, the weight of the aircraft, etc. In this em-
bodiment, the electric motors 313a, 313b, and 313c are
directly connected to a ducted fan 316 that is used to
provide additional thrust to the aircraft 500. While the
ducted fan 316 is depicted in this embodiment as being
in the back of the aircraft 500, the skilled artisan will rec-
ognize that it may be positioned in front of the engine
306, adjacent to the engine 306 or may include more
than one ducted fan 316, such as 1, 2, 3, 4, or more
ducted fans. Turning to each of the nacelles 304a, 304b,
each is depicted with three electric motors, however the
12
skilled artisan will recognize that the number of electric
motors can be varied depending on power-to-weight
curves or restrictions, such as 1, 2, 3, 4, or more electric
motors. The electric motors 502a, 502b and 502c are
5 depicted in nacelles 304a connected directly to the prop
mast 504a. The electric motors 502a, 502b and 502c will
be sized to provide partial or full torque to the prop mast
504a directly. Likewise, electric motors 506a, 506b and
506c are depicted in nacelles 304b connected directly to
10 the prop mast 504b. FIG. 5B shows the turbo shaft engine
306 in an expanded view that depicts two turbo shaft
engines 330a, 330b, that connect to the engine reduction
gearbox. The aircraft 500 may include 1, 2, 3, 4, or more
engines. Of course, in certain embodiments the engines
15 may be conventional jet engines or even standard com-
bustion engines, so long as they provide shaft power to
drive the reduction gearbox 308. FIG. 5C shows that the
ducted fan 316 can include, in this embodiment, two duct-
ed fans 512a, 512b, which are respectively driven directly
20 by electric motors, in the case of ducted fan 512a con-
nected to electric motors 510a, 510b, 510c, and in the
case of ducted fan 512b connected to electric motors
510d, 510e, 510f.
[0031] FIG. 6A shows a top-view of a hydraulic hybrid
25 propulsion drive train system of the present invention that
incorporates distributed propulsion to provide thrust for
high speed and efficient forward flight using ducted fans.
Aircraft 600 is depicted having a fuselage 402 and na-
celles 404a, 404b. The fuselage 402 includes one or
30 more engines 406, which is depicted in this embodiment
as a single turbo shaft engine that is connected to an
engine reduction gearbox 408. Of course, the skilled ar-
tisan will recognize that for purposes of redundancy the
aircraft 600 can include more than one engine as depict-
35 ed in the insert. The engine reduction gearbox 408 con-
nected to one or more hydraulic pumps (in this version
three hydraulic pumps 410a, 410b and 410c are depict-
ed) that convert shaft power from the turbo shaft engine
406 into hydraulic power. The hydraulic pumps 410a,
40 410b and 410c are connected, respectively, to hydraulic
fluid conduits 412a, 412b and 412c. Hydraulic fluid con-
duit 412a is connected to hydraulic motors 413a, 602a
and 606a. Hydraulic fluid 412b is connected to hydraulic
motors 413b, 602b and 606b. Hydraulic fluid 412c is con-
45 nected to hydraulic motors 413c, 602c and 606c. In cer-
tain embodiments, the aircraft 600 may be a tiltrotor air-
craft and the nacelles 404a, 404b tilt, which can require,
e.g., a hydraulic swivels 418a, 418b, respectively, to con-
nect hydraulic fluid conduits 412a, 412b and 412c to the
50 respective hydraulic motors. It is possible that the various
hydraulic pumps 410a, 410b, power a single large hy-
draulic motor, however, for applications in which redun-
dancy is preferred (such as manned aircraft), it will be
common to include 1, 2, 3, 4, or more hydraulic motors.
55 The number of hydraulic motors can be optimized by,
e.g., factoring the weight of the hydraulic motor, the
speed of the hydraulic motor, the torque of the hydraulic
motor, the weight of the aircraft, etc. In this embodiment,
7
 13 EP 3 369 655 B1
the hydraulic motors 413a, 413b and 413c are driving
directly a ducted fan 416 that is used to provide additional
thrust to the aircraft 600. While the ducted fan 416 is
depicted in this embodiment as being in the back of the
aircraft 600, the skilled artisan will recognize that it may
be positioned in front of the engine 406, adjacent to the
engine 406 or may include more than one ducted fan
416, such as 1, 2, 3, 4, or more ducted fans. Turning to
each of the nacelles 404a, 404b, each is depicted with
three hydraulic motors, however the skilled artisan will
recognize that the number of hydraulic motors can be
varied depending on power-to-weight curves or restric-
tions, such as 1, 2, 3, 4, or more hydraulic motors. The
hydraulic motors 602a, 602b and 602c are depicted in
nacelles 404a connected directly to the prop mast 604a.
The hydraulic motors 602a, 602b and 602c will be sized
to provide partial or full torque to the prop mast 604a
directly. Likewise, hydraulic motors 606a, 606b and 606c
are depicted in nacelles 404b connected directly to the
prop mast 604b. FIG. 6B shows the turbo shaft engine
406 in an expanded view that depicts two turbo shaft
engines 430a, 430b, that connect to the engine reduction
gearbox 408. The aircraft 600 may include 1, 2, 3, 4, or
more engines. Of course, in certain embodiments the
engines may be conventional jet engines or even stand-
ard combustion engines, so long as they provide shaft
power to drive the engine reduction gearbox 408. FIG.
6C shows that the ducted fan 416 can include, in this
embodiment, two ducted fans 612a, 612b, which are re-
spectively driven directly by hydraulic motors, in the case
of ducted fan 612a connected to hydraulic motors 610a,
610b, 610c, and in the case of ducted fan 612b connected
to hydraulic motors 610d, 610e, 610f.
[0032] FIG. 7 shows a top-view of an electric hybrid
propulsion drive train system of the present invention that
incorporates distributed propulsion to provide thrust for
high speed and efficient forward flight using ducted fans.
Aircraft 700 is depicted having a fuselage 302 and na-
celles 304a, 304b. The fuselage 302 includes one or
more engines, which is depicted in this embodiment as
a high bypass engine 702 that is connected by shaft 706
to an engine reduction gearbox 708. Of course, the skilled
artisan will recognize that for purposes of redundancy
the aircraft 700 can include more than one engine. The
high bypass engine 702 can be connected directly or
indirectly to a variable pitch fan 704, but also provide
shaft power via shaft 706 to an engine reduction gearbox
708. The engine reduction gearbox 708 is connected to
one or more electric generators (in this version three elec-
tric generators 710a, 710b and 710c are depicted) that
convert shaft power from the high bypass engine 702
into electrical power. The electric generators 710a, 710b
and 710c are connected, respectively, to power conduits
712a, 712b, 712c. Power conduit 712a is connected to
electric motors 718a and 722a. Power conduit 712b is
connected to electric motors 718b and 722b. Power con-
duit 712c is connected to electric motors 718c and 722c.
In certain embodiments, the aircraft 700 may be a tiltrotor
14
aircraft and the nacelles 304a, 304b tilt, which can re-
quire, e.g., an electric slip ring 716a, 716b, respectively,
to connect power conduits 712a, 712b, 712c to the re-
spective electric motors. It is possible that the various
5 electric generators 710a, 710b, 710c, power a single
large electric motor, however, for applications in which
redundancy is preferred (such as manned aircraft), it will
be common to include 1, 2, 3, 4, or more electric motors.
The number of electric motors can be optimized by fac-
10 toring the weight of the electric motor, the speed of the
electric motor, the torque of the electric motor, the weight
of the aircraft, etc. In this embodiment, the electric motors
718a, 718b and 718c are depicted as driving a proprotor
reduction gearbox 720a that is connected to a proprotor
15 (not depicted). While the variable pitch fan 704 is depicted
in this embodiment as being in front of the high bypass
engine 702, the skilled artisan will recognize that it may
be positioned rearward from the high bypass engine 702.
Further, while depicted as a single variable pitch fan 704,
20 variable pitch fan 704 may include more than one ducted
fan, such as 2, 3, 4, or more ducted fans, which can also
be positioned adjacent the high bypass engine 702 or
elsewhere on the aircraft 700. Turning to each of the na-
celles 304a, 304b, each is depicted with three electric
25 motors, however the skilled artisan will recognize that
the number of electric motors can be varied depending
on power-to-weight curves or restrictions, such as 1, 2,
3, 4, or more electric motors. The electric motors 718a,
718b and 718c are depicted in nacelles 304a connected
30 to drive a proprotor reduction gearbox 720a that turns a
proprotor (not depicted). Likewise, the electric motors
722a, 722b and 722c are depicted in nacelles 304b to
connect to and drive a proprotor reduction gearbox 720b
that turns a proprotor (not depicted). Thus, the two na-
35 celles 304a, 304b are used in a traditional manner as
with all tiltrotor or vertical take off and landing craft to
provide lift when the proprotors are parallel to the ground
and upon take off will rotate to a position generally per-
pendicular to the flight during forward flight providing
40 thrust. In certain embodiments, such as when the pro-
protors are foldable during flight, the proprotors may be
used primarily for the initial take-off and landing, but the
variable pitch fan 704 may provide addition thrust or be
the primary or sole source of thrust during forward flight.
45 [0033] FIG. 8 shows a top-view of a hydraulic hybrid
propulsion drive train system of the present invention that
incorporates distributed propulsion to provide thrust for
high speed and efficient forward flight using ducted fans.
Aircraft 800 is depicted having a fuselage 402 and na-
50 celles 404a, 404b. The fuselage 402 includes one or
more engines, which is depicted in this embodiment as
a high bypass engine 802 that is connected by a shaft
806 to an engine reduction gearbox 808. Of course, the
skilled artisan will recognize that for purposes of redun-
55 dancy the aircraft 800 can include more than one engine.
The high bypass engine 802 can be connected directly
or indirectly to a variable pitch fan 804, but also provide
shaft power via shaft 806 to an engine reduction gearbox
8
 15 EP 3 369 655 B1
808. The engine reduction gearbox 808 is connected to
one or more hydraulic pumps (in this version three hy-
draulic pumps 810a, 810b and 810c are depicted) that
convert shaft power from the high bypass engine 802
into hydraulic power. The hydraulic pumps 810a, 810b
and 810c are connected, respectively, to hydraulic con-
duits 812a, 812b, 812c. Hydraulic conduit 812a is con-
nected to hydraulic motors 818a and 822a. Hydraulic
conduit 812b is connected to hydraulic motors 818b and
822b. Hydraulic conduit 812c is connected to hydraulic
motors 818c and 822c. In certain embodiments, the air-
craft 800 may be a tiltrotor aircraft and the nacelles 404a,
404b tilt, which can require, e.g., hydraulic swivels 814a,
814b, respectively, to connect hydraulic conduits 812a,
812b, 812c to the respective hydraulic motors. It is pos-
sible that the various hydraulic pumps 810a, 810b, 810c,
power a single large hydraulic motor, however, for appli-
cations in which redundancy is preferred (such as
manned aircraft), it will be common to include 1, 2, 3, 4,
or more hydraulic motors. The number of hydraulic mo-
tors can be optimized by factoring the weight of the hy-
draulic motor, the speed of the hydraulic motor, the torque
of the hydraulic motor, the weight of the aircraft, etc. In
this embodiment, the hydraulic motors 818a, 818b and
818c are depicted as driving a reduction gearbox 820a
that connected to a proprotor (not depicted). While the
variable pitch fan 804 is depicted in this embodiment as
being in front of the high bypass engine 802, the skilled
artisan will recognize that it may be positioned rearward
from the high bypass engine 802. Further, while depicted
as a single variable pitch fan 804, variable pitch fan 804
may include more than one ducted fan, such as 2, 3, 4,
or more ducted fans, which can also be positioned adja-
cent the high bypass engine 802 or elsewhere on the
aircraft 800. Turning to each of the nacelles 404a, 404b,
each is depicted with three hydraulic motors, however
the skilled artisan will recognize that the number of hy-
draulic motors can be varied depending on power-to-
weight curves or restrictions, such as 1, 2, 3, 4, or more
hydraulic motors. The hydraulic motors 818a, 818b and
818c are depicted in nacelles 404a connected to drive a
prop rotor reduction gearbox 820a that turns a proprotor
(not depicted). Likewise, the hydraulic motors 822a, 822b
and 822c are depicted in nacelles 404b to connect to and
drive a prop rotor reduction gearbox 820b that turns a
proprotor (not depicted). Thus, the two nacelles 404a,
404b are used in a traditional manner as with all tiltrotor
or vertical take off and landing craft to provide lift when
the proprotors are parallel to the ground and upon take
off will rotate to a position generally perpendicular to the
flight during forward flight providing thrust. In certain em-
bodiment, such as when the proprotors are foldable dur-
ing flight, the proprotors may be used primarily for the
initial take-off and landing, but the variable pitch fan 804
may provide addition thrust or be the primary or sole
source of thrust during forward flight.
[0034] In certain additional embodiments, the present
invention may be a hybrid propulsion drive train system
16
in which a stop-fold tiltrotor converts from helicopter to
high-speed airplane mode, as follows: (a) conversion
from helicopter to low speed airplane mode: genera-
tors/pumps transmit power to proprotor electric/hydraulic
5 motors as pylons are rotated into airplane mode and
speed is increased; (b) one or more ducted fans are not
powered to reduce forward thrust; and/or (c) conversion
from low to high speed airplane mode: generators/pumps
provide increasing power to ducted fans to generate for-
10 ward thrust as power to proprotors is decreased to zero.
If the proprotors are stop-fold tiltrotors, the proprotors are
folded during forward flight to reduce drag. Providing
power for stopping and setting to folding proprotor folding
index position can be provided by the proprotor elec-
15 tric/hydraulic motors. Finally, in full forward flight, power
to the ducted fans is increased to allow for maximum
speed.
[0035] Thus, in addition to the configurations described
in FIGS. 3A and 4A using high-speed electric and hy-
20 draulic motors, additional implementations of hybrid pro-
pulsion drive train systems are possible utilizing high
torque electric and hydraulic motors. As shown in FIG.
5A for high torque electric and FIG. 6A for high torque
hydraulic hybrid propulsion drive train systems, incorpo-
25 ration high torque motor technology allows for the elim-
ination of prop rotor and ducted fan reduction gearboxes.
Elimination of prop rotor and ducted fan reduction gear-
boxes improves aircraft reliability and reduces weight.
Another implementation of hybrid propulsion drive train
30 systems is possible utilizing a high bypass jet engine with
a variable pitch fan combined with either electric or hy-
draulic motors. As shown in FIG. 7 for electric and FIG.
8 for hydraulic hybrid propulsion drive train systems, in-
corporation variable pitch fan high bypass engine tech-
35 nology allows for the elimination of the ducted fan reduc-
tion gearbox and drive motors. In helicopter mode, power
to a bypass fan would be minimized by reducing the pitch
of the fan blade or the inlet vane, while the engine core
maintains required airflow. Unloading the turbofan from
40 the generators or pumps in high-speed airplane mode is
the same as other configuration. The skilled artisan will
recognize that for certain specific purposes, the aircraft
may combine any of the embodiments depicted in FIGS.
3A, 4A, 5A, 6A, 7 and 8 in a single aircraft. The aircraft
45 may also include a stop-fold tiltrotor.
[0036] It will be understood that particular embodi-
ments described herein are shown by way of illustration
and not as limitations of the invention. The principal fea-
tures of this invention can be employed in various em-
50 bodiments without departing from the scope of the inven-
tion. Those skilled in the art will recognize, or be able to
ascertain using no more than routine experimentation,
numerous equivalents to the specific procedures de-
scribed herein.
55 [0037] The use of the word "a" or "an" when used in
conjunction with the term "comprising" in the claims
and/or the specification may mean "one," but it is also
consistent with the meaning of "one or more," "at least
9
 17 EP 3 369 655 B1
one," and "one or more than one." The use of the term
"or" in the claims is used to mean "and/or" unless explicitly
indicated to refer to alternatives only or the alternatives
are mutually exclusive, although the disclosure supports
a definition that refers to only alternatives and "and/or."
Throughout this application, the term "about" is used to
indicate that a value includes the inherent variation of
error for the device, the method being employed to de-
termine the value, or the variation that exists among the
study subjects.
[0038] As used in this specification and claim(s), the
words "comprising" (and any form of comprising, such
as "comprise" and "comprises"), "having" (and any form
of having, such as "have" and "has"), "including" (and
any form of including, such as "includes" and "include")
or "containing" (and any form of containing, such as "con-
tains" and "contain") are inclusive or open-ended and do
not exclude additional, unrecited elements or method
steps. In embodiments of any of the compositions and
methods provided herein, "comprising" may be replaced
with "consisting essentially of’ or "consisting of’. As used
herein, the phrase "consisting essentially of’ requires the
specified integer(s) or steps as well as those that do not
materially affect the character or function of the claimed
invention. As used herein, the term "consisting" is used
to indicate the presence of the recited integer (e.g., a
feature, an element, a characteristic, a property, a meth-
od/process step or a limitation) or group of integers (e.g.,
feature(s), element(s), characteristic(s), propertie(s),
method/process steps or limitation(s)) only.
[0039] The term "or combinations thereof’ as used
herein refers to all permutations and combinations of the
listed items preceding the term. For example, "A, B, C,
or combinations thereof’ is intended to include at least
one of: A, B, C, AB, AC, BC, or ABC, and if order is
important in a particular context, also BA, CA, CB, CBA,
BCA, ACB, BAC, or CAB. Continuing with this example,
expressly included are combinations that contain repeats
of one or more item or term, such as BB, AAA, AB, BBC,
AAABCCCC, CBBAAA, CABABB, and so forth. The
skilled artisan will understand that typically there is no
limit on the number of items or terms in any combination,
unless otherwise apparent from the context.
[0040] As used herein, words of approximation such
as, without limitation, "about", "substantial" or "substan-
tially" refers to a condition that when so modified is un-
derstood to not necessarily be absolute or perfect but
would be considered close enough to those of ordinary
skill in the art to warrant designating the condition as
being present. The extent to which the description may
vary will depend on how great a change can be instituted
and still have one of ordinary skilled in the art recognize
the modified feature as still having the required charac-
teristics and capabilities of the unmodified feature. In
general, but subject to the preceding discussion, a nu-
merical value herein that is modified by a word of approx-
imation such as "about" may vary from the stated value
by at least 61, 2, 3, 4, 5, 6, 7, 10, 12 or 15%.
18
[0041] All of the devices and/or methods disclosed and
claimed herein can be made and executed without undue
experimentation in light of the present disclosure. While
the devices and/or and methods of this invention have
5 been described in terms of preferred embodiments, it will
be apparent to those of skill in the art that variations may
be applied to the compositions and/or methods and in
the steps or in the sequence of steps of the method de-
scribed herein without departing from the scope of the
10 invention.
Claims
15 1. A hybrid propulsion system for a tiltrotor craft (100)
comprising:
A fuselage (302, 402) including one or more en-
gines (306) that drive a shaft;
20 at least one of: one or more electrical generators
(310a, 310b, 310c) or one or more hydraulic
pumps (410a, 410b, 410c), connected to the
shaft of the one or more engines (306); and
at least two rotatable nacelles (304a, 304b),
25 each nacelle (304a, 304b) housing at least one
of: one or more electric motors (320a, 320b,
320c) or one or more hydraulic motors (420a,
420b, 420c), each connected to a proprotor;
wherein the one or more electric motors (320a,
30 320b, 320c) is electrically connected to the one
or more electric generators (310a, 310b, 310c),
or the one or more hydraulic motors (420a, 420b,
420c) is connected to the one or more hydraulic
pumps (410a, 410b, 410c), respectively; and
35 wherein the proprotors provide lift whenever the
tiltrotor craft (100) is in vertical takeoff and land-
ing and stationary flight, and provide thrust
whenever the tiltrotor craft (100) is in forward
flight;
40 one or more ducted fans (316), one or more var-
iable pitch fans (704), or both, and wherein the
one or more engines (306) are mechanically
separated from one or more of the proprotors or
the fans, and wherein the one or more engines
45 provide additional thrust during forward flight.
2. A method of providing propulsion to a tiltrotor craft
(100) comprising:
50 providing a fuselage (302, 402) including one or
more engines (306) driving a shaft;
driving one or more electrical generators (310a,
310b, 310c), one or more hydraulic pumps
(410a, 410b, 410c), or both, each connected to
55 the shaft of the engine (306); and
providing at least two nacelles (304a, 304b),
each nacelle (304a, 304b) comprising at least
one of: one or more electric motors (320a, 320b,
10
 19 EP 3 369 655 B1
320c) or one or more hydraulic motors (420a,
420b, 420c) each connected to a proprotor,
wherein the electric motor (320a, 320b, 320c) is
electrically connected to the electric generator
(310a, 310b, 310c), or the hydraulic motor
(420a, 420b, 420c) is connected to the hydraulic
pump (410a, 410b, 410c), respectively;
generating an electrical power from the electri-
cal generators (310a, 310b, 310c), or a hydraulic
power from the hydraulic pumps (410a, 410b,
410c);
transmitting electrical power to the electric mo-
tors (320a, 320b, 320c) in the nacelles (304a,
304b), or hydraulic power to the hydraulic mo-
tors (420a, 420b, 420c) in the nacelles (304a,
304b), or both; and
rotating the proprotors using the electrical mo-
tors (320a, 320b, 320c), the hydraulic motors
(420a, 420b, 420c), or both, to provide lift when-
ever the tiltrotor craft (100) is in vertical takeoff
and landing and stationary flight, and to provide
forward thrust whenever the tiltrotor craft (100)
is in forward flight;
providing one or more ducted fans (316), one or
more variable pitch fans (704), or both, and
wherein the one or more engines (306) are me-
chanically separated from one or more of the
proprotors or the fans, and wherein the one or
more engines provide additional thrust during
forward flight.
3. The system of claim 1, wherein the one or more en-
gines (306) provide: direct, distributed, or direct and
distributed, thrust during forward flight.
4. The system of claim 1 or of claim 3, wherein the one
or more ducted fans (316) or the one or more variable
pitch fans, or both, are connected to an electric motor
(313a, 313b, 313c), a hydraulic motor (413a, 413b,
413c), or both, to provide additional thrust during for-
ward flight.
5. The system of claim 1 or of any preceding system
claim, wherein the one or more engines (306) are
connected via an electrical generator (310a, 310b,
310c) and electric motor (313a, 313b, 313c), or a
hydraulic pump (410a, 410b, 410c) and hydraulic
motor (413a, 413b, 413c), or both, to the one or more
ducted fans (316), the one or more variable pitch
fans (704), or both, to provide additional thrust during
forward flight.
6. The system of claim 1 or of any preceding system
claim, wherein
(i) the one or more engines (306) are connected
to an electrical generator (310a, 310b, 310c) that
is electrically connected to an electric motor
20
(313a, 313b, 313c), wherein the electric motor
(313a, 313b, 313c) is connected to the variable
pitch fan (704) or ducted fan (316) that provides
additional thrust during forward flight, wherein
5 the electric motor (313a, 313b, 313c) drives the
one or more variable pitch fans (704) or ducted
fans (316) that are positioned at least one of
upstream, adjacent to, or downstream from, the
one or more engines (306), or
10 (ii) the one or more engines (306) are connected
to a hydraulic pump (410a, 410b, 410c) that is
hydraulically connected to a hydraulic motor
(413a, 413b, 413c), wherein the hydraulic motor
(413a, 413b, 413c) is connected to the variable
15 pitch fan (704) or ducted fan (316) that provides
additional thrust during forward flight, wherein
the hydraulic motor (413a, 413b, 413c) drives
the one or more variable pitch fans (704) or duct-
ed fans (316) that are positioned at least one of
20 upstream, adjacent to, or downstream from, the
one or more engines (306).
7. The system of claim 1 or of any preceding system
claim, wherein the one or more engines (306) com-
25 prise a turboshaft engine or a high bypass engine.
8. The system of claim 1 or of any preceding system
claim, further comprising a reduction gearbox (308)
positioned between the one or more engines (306)
30 and the one or more electrical generators (310a,
310b, 310c) or the one or more hydraulic pumps
(410a, 410b, 410c).
9. The system of claim 1 or of any preceding system
35 claim, further comprising a proprotor reduction gear-
box (720a) positioned between at least one of: the
one or more electrical motors (313a, 313b, 313c) or
the one or more hydraulic motors (413a, 413b, 413c),
or both, and the proprotor.
40
10. The system of claim 1 or of any preceding system
claim, wherein the proprotors are driven directly by
the at least one of: one or more electrical motors
(313a, 313b, 313c), the one or more hydraulic motors
45 (413a, 413b, 413c), or both.
11. The system of claim 1 or of any preceding system
claim,
50 (i) further comprising an electric slip ring (716a,
716b) that electrically connects the one or more
electrical generators (310a, 310b, 310c) to the
one or more electrical motors (320a, 320b, 320c)
in each of the nacelles (304a, 304b); or
55 (ii) further comprising a hydraulic swivel (814a,
814b) that hydraulically connects the one or
more hydraulic pumps (410a, 410b, 410c) to the
one or more hydraulic motors (420a, 420b,
11
 21 EP 3 369 655 B1
420c) in each of the nacelles (304a, 304b).
12. The system of claim 1 or of any preceding system
claim, wherein the tiltrotor craft (100) comprises, re-
spectively: one to four electric generators (310a,
310b, 310c) connected to the one or more engines
(306) and connected to one to four electric motors
(320a, 320b, 320c) in each nacelle (304a, 304b), or,
one to four hydraulic pumps (410a, 410b, 410c) con-
nected to the one or more turboshaft engines (306)
and connected to one to four hydraulic motors (420a,
420b, 420c) in each nacelle (304a, 304b), or a com-
bination thereof.
13. The system of claim 1 or of any preceding system
claim, wherein each of the proprotors are stop-fold
proprotors.
14. The method of claim 2, wherein each of the nacelles
(304a, 304b) is rotatable.
15. The method of claim 2 or of claim 14, wherein the
one or more engines (306) provide: direct, distribut-
ed, or direct and distributed, thrust during forward
flight.
16. The method of claim 2 or of any preceding method
claim, wherein the one or more ducted fans (316) or
the one or more variable pitch fans (704), or both,
are connected to an electric motor (313a, 313b,
313c), a hydraulic motor (413a, 413b, 413c), or both,
to provide additional thrust during forward flight.
17. The method of claim 2 or of any preceding method
claim, further comprising:
connecting one or more ducted fans (316), one or
more variable pitch fans (704), or both, to the one or
more engines (306) via an electrical generator (310a,
310b, 310c) and electric motor (313a, 313b, 313c),
or a hydraulic pump (410a, 410b, 410c) and hydrau-
lic motor (413a, 413b, 413c), or both, to provide ad-
ditional thrust during forward flight.
18. The method of claim 2 or of any preceding method
claim, further comprising:
(i) connecting the one or more ducted fans (316),
one or more variable pitch fans (704), or both,
to the one or more engines (306) via an electrical
generator (310a, 310b, 310c) that is electrically
connected to an electric motor (313a, 313b,
313c), wherein the electric motor (313a, 313b,
313c) drives the one or more variable pitch fans
(704) or ducted fans (316) that are positioned at
least one of upstream, adjacent to, or down-
stream from, the one or more engines (306) to
provide additional thrust during forward flight, or
(ii) connecting the one or more ducted fans
22
(316), one or more variable pitch fans (704), or
both, to the one or more engines (306) via a
hydraulic pump (410a, 410b, 410c) that is hy-
draulically connected to a hydraulic motor
5 (413a, 413b, 413c), wherein the hydraulic motor
(413a, 413b, 413c) drives the one or more var-
iable pitch fans (704) or ducted fans (316) that
are positioned at least one of upstream, adjacent
to, or downstream from, the one or more engines
10 (306) to provide additional thrust during forward
flight.
19. The method of claim 2 or of any preceding method
claim, wherein the one or more engines (306) com-
15 prise a turboshaft engine or a high bypass engine.
20. The method of claim 2 or of any preceding method
claim, further comprising a reduction gearbox (308)
positioned between the one or more engines (306)
20 and the one or more electrical generators (310a,
310b, 310c) or the one or more hydraulic pumps
(410a, 410b, 410c).
21. The method of claim 2 or of any preceding method
25 claim, further comprising positioning a proprotor re-
duction gearbox (720a) between at least one of: the
one or more electrical motors (313a, 313b, 313c) or
the one or more hydraulic motors (413a, 413b, 413c),
or both, and the proprotor.
30
22. The method of claim 2 or of any of claims 14 to 20,
further comprising directly driving each of the pro-
protors with the at least one of: one or more electrical
motors (313a, 313b, 313c), the one or more hydraulic
35 motors (413a, 413b, 413c), or both.
23. The method of claim 2 or of any preceding method
claim,
40 (i) further comprising positioning an electric slip
ring (716a, 716b) to electrically connect the one
or more electrical generators (310a, 310b, 310c)
to the one or more electrical motors (320a, 320b,
320c) in the nacelles (304a, 304b); or
45 (ii) further comprising positioning a hydraulic
swivel (814a, 814b) to hydraulically connect the
one or more hydraulic pumps (410a, 410b, 410c)
to the one or more hydraulic motors (420a, 420b,
420c) in the nacelles (304a, 304b).
50
24. The method of claim 2 or of any preceding method
claim, wherein the tiltrotor aircraft (100) comprises,
respectively: one to four electric generators (310a,
310b, 310c) connected to the one or more engines
55 (306) and connected to one to four electric motors
(320a, 320b, 320c) in each nacelle (304a, 304b), or,
one to four hydraulic pumps (410a, 410b, 410c) con-
nected to the one or more turboshaft engines (306)
12
 23 EP 3 369 655 B1
and connected to one to four hydraulic motors (420a,
420b, 420c) in each nacelle (304a, 304b), or a com-
bination thereof.
25. The method of claim 2 or of any preceding method
claim, wherein each of the proprotors are stop-fold
proprotors.
Patentansprüche
1. Hybrid-Antriebssystem für ein Kipprotorluftfahrzeug
(100), umfassend:
einen Rumpf (302, 402), der ein oder mehrere
Triebwerke (306) beinhaltet, die eine Welle an-
treiben;
mindestens eines aus: einem oder mehreren
elektrischen Generatoren (310a, 310b, 310c)
oder einer oder mehreren Hydraulikpumpen
(410a, 410b, 410c), die mit der Welle des einen
oder der mehreren Triebwerke (306) verbunden
sind; und
mindestens zwei drehbare Gondeln (304a,
304b), wobei jede Gondel (304a, 304b) mindes-
tens eines von: einem oder mehreren Elektro-
motoren (320a, 320b, 320c) oder einem oder
mehreren Hydraulikmotoren (420a, 420b, 420c)
aufnimmt, die jeweils mit einem Proprotor ver-
bunden sind;
wobei der eine oder die mehreren Elektromoto-
ren (320a, 320b, 320c) elektrisch mit einem oder
mehreren elektrischen Generatoren (310a,
310b, 310c) oder der eine oder die mehreren
Hydraulikmotoren (420a, 420b, 420c) mit einer
oder mehreren Hydraulikpumpen (410a, 410b,
410c) verbunden sind; und
wobei die Proprotoren Auftrieb bereitstellen,
wenn sich das Kipprotorluftfahrzeug (100) im
vertikalen Start- und Landeflug und im stationä-
ren Flug befindet, und Schub bereitstellen, wenn
sich das Kipprotorluftfahrzeug (100) im Vor-
wärtsflug befindet;
ein oder mehrere Mantelpropeller (316), ein
oder mehrere Propeller (704) mit variabler Nei-
gung oder beides, und wobei die einen oder
mehreren Triebwerke (306) mechanisch von ei-
nem oder mehreren der Proprotoren oder der
Propeller getrennt sind, und wobei das eine oder
die mehreren Triebwerke während des Vor-
wärtsflugs zusätzlichen Schub bereitstellen.
2. Verfahren zum Bereitstellen des Antriebs für ein Kip-
protorluftfahrzeug (100), umfassend:
Bereitstellen eines Rumpfes (302, 402) mit ei-
nem oder mehreren Triebwerken (306), die eine
Welle antreiben;
24
Antreiben eines oder mehrerer elektrischer Ge-
neratoren (310a, 310b, 310c), einer oder meh-
rerer Hydraulikpumpen (410a, 410b, 410c) oder
beider, die jeweils mit der Welle des Triebwerks
5 (306) verbunden sind; und
Bereitstellen von mindestens zwei Gondeln
(304a, 304b), wobei jede Gondel (304a, 304b)
mindestens eines umfasst von: einem oder
mehreren Elektromotoren (320a, 320b, 320c)
10 oder einem oder mehreren Hydraulikmotoren
(420a, 420b, 420c), die jeweils mit einem Pro-
protor verbunden sind, wobei der Elektromotor
(320a, 320b, 320c) elektrisch mit dem elektri-
schen Generator (310a, 310b, 310c) verbunden
15 ist, oder der Hydraulikmotor (420a, 420b, 420c)
mit der Hydraulikpumpe (410a, 410b, 410c) ver-
bunden ist;
Erzeugen einer elektrischen Energie aus den
elektrischen Generatoren (310a, 310b, 310c)
20 oder einer hydraulischen Energie aus den Hy-
draulikpumpen (410a, 410b, 410c);
Übertragen von elektrischer Energie zu den
Elektromotoren (320a, 320b, 320c) in die Gon-
deln (304a, 304b) oder hydraulischer Energie
25 zu den Hydraulikmotoren (420a, 420b, 420c) in
die Gondeln (304a, 304b) oder beidem; und
Rotieren der Proprotoren unter Verwendung der
Elektromotoren (320a, 320b, 320c), der Hydrau-
likmotoren (420a, 420b, 420c) oder beider, um
30 Auftrieb bereitzustellen, wenn sich das Kippro-
torluftfahrzeug (100) im Senkrechtstart und -
landung sowie im stationären Flug befindet, und
um Vorwärtsschub bereitzustellen, wenn sich
das Kipprotorluftfahrzeug (100) im Vorwärtsflug
35 befindet;
Bereitstellen eines oder mehrerer Mantelpropel-
ler (316), eines oder mehrerer Propeller (704)
mit variabler Neigung oder beider, und wobei
die einen oder mehreren Triebwerke (306) me-
40 chanisch von einem oder mehreren der Propro-
toren oder den Propellern getrennt sind, und wo-
bei das eine oder die mehreren Triebwerke wäh-
rend des Vorwärtsflugs zusätzlichen Schub be-
reitstellen.
45
3. System nach Anspruch 1, wobei das eine oder die
mehreren Triebwerke (306):
einen direkten, verteilten oder direkten und verteilten
Schub während des Vorwärtsflugs bereitstellen.
50
4. System nach Anspruch 1 oder nach Anspruch 3, wo-
bei der eine oder die mehreren Mantelpropeller (316)
oder der eine oder die mehreren Propeller mit vari-
abler Neigung oder beides mit einem Elektromotor
55 (313a, 313b, 313c), einem Hydraulikmotor (413a,
413b, 413c) oder beidem verbunden sind, um zu-
sätzlichen Schub während des Vorwärtsflugs bereit-
zustellen.
13
 25 EP 3 369 655 B1
5. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch, wobei das eine oder die mehreren
Triebwerke (306) über einen elektrischen Generator
(310a, 310b, 310c) und einen Elektromotor (313a,
313b, 313c) oder eine Hydraulikpumpe (410a, 410b,
410c) und einen Hydraulikmotor (413a, 413b, 413c)
oder beides mit dem einem oder mehreren Mantel-
propellern (316), dem einen oder den mehreren Pro-
pellern (704) mit variabler Neigung oder beidem ver-
bunden sind, um zusätzlichen Schub während des
Vorwärtsflugs bereitzustellen.
6. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch, wobei
(i) der eine oder die mehreren Triebwerke (306)
mit einem elektrischen Generator (310a, 310b,
310c) verbunden sind, der elektrisch mit einem
Elektromotor (313a, 313b, 313c) verbunden ist,
wobei der Elektromotor (313a, 313b, 313c) mit
dem Propeller (704) mit variabler Neigung oder
dem Mantelpropeller (316) verbunden ist, der
während des Vorwärtsflugs zusätzlichen Schub
bereitstellt, wobei der Elektromotor (313a, 313b,
313c) die einen oder mehreren Propeller (704)
mit variabler Neigung oder Mantelpropeller
(316) antreibt, die mindestens eines von strom-
aufwärts, angrenzend an oder stromabwärts
von den einen oder mehreren Triebwerken
(306) positioniert sind, oder
(ii) das eine oder die mehreren Triebwerke (306)
mit einer Hydraulikpumpe (410a, 410b, 410c)
verbunden sind, die hydraulisch mit einem Hy-
draulikmotor (413a, 413b, 413c) verbunden ist,
wobei der Hydraulikmotor (413a, 413b, 413c)
mit dem Propeller (704) mit variabler Neigung
oder dem Mantelpropeller (316) verbunden ist,
der während des Vorwärtsflugs zusätzlichen
Schub bereitstellt, wobei der Hydraulikmotor
(413a, 413b, 413c) die einen oder mehreren
Propeller (704) mit variabler Neigung oder Man-
telpropeller (316) antreibt, die mindestens eines
von stromaufwärts, angrenzend an oder strom-
abwärts von den einen oder mehreren Triebwer-
ken (306) positioniert sind.
7. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch, wobei der eine oder die mehreren
Triebwerke (306) ein Turbowellentriebwerk oder ein
Hochumgehungstriebwerk umfassen.
8. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch, weiterhin umfassend ein Unter-
setzungsgetriebe (308), das zwischen dem einen
oder den mehreren Triebwerken (306) und den einen
oder mehreren elektrischen Generatoren (310a,
310b, 310c) oder den einen oder mehreren Hydrau-
likpumpen (410a, 410b, 410c) angeordnet ist.
26
9. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch, weiterhin umfassend ein Propro-
toruntersetzungsgetriebe (720a), das zwischen min-
destens einem von: dem einen oder den mehreren
5 Elektromotoren (313a, 313b, 313c) oder dem einen
oder den mehreren Hydraulikmotoren (413a, 413b,
413c) oder beiden und dem Proprotor angeordnet
ist.
10 10. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch, wobei die Proprotoren direkt von
mindestens einem oder mehreren Elektromotoren
(313a, 313b, 313c), einem oder mehreren Hydrau-
likmotoren (413a, 413b, 413c) oder beiden angetrie-
15 ben werden.
11. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch,
20 (i) weiterhin umfassend einen elektrischen
Schleifring (716a, 716b), der die einen oder
mehreren elektrischen Generatoren (310a,
310b, 310c) elektrisch mit einem oder mehreren
Elektromotoren (320a, 320b, 320c) in jeder der
25 Gondeln (304a, 304b) verbindet; oder
(ii) weiterhin umfassend ein hydraulisches Dreh-
gelenk (814a, 814b), das die eine oder mehre-
ren Hydraulikpumpen (410a, 410b, 410c) hy-
draulisch mit einem oder mehreren Hydraulik-
30 motoren (420a, 420b, 420c) in jeder der Gon-
deln (304a, 304b) verbindet.
12. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch, wobei das Kipprotorluftfahrzeug
35 (100) jeweils umfasst: ein bis vier elektrische Gene-
ratoren (310a, 310b, 310c), die mit einem oder meh-
reren Triebwerken (306) verbunden und mit einem
bis vier Elektromotoren (320a, 320b, 320c) in jeder
Gondel (304a, 304b) verbunden sind, oder eine bis
40 vier Hydraulikpumpen (410a, 410b, 410c), die mit
einem oder mehreren Turbowellentriebwerken (306)
verbunden und mit einem bis vier Hydraulikmotoren
(420a, 420b, 420c) in jeder Gondel (304a, 304b)
oder einer Kombination derselben verbunden sind.
45
13. System nach Anspruch 1 oder einem vorstehenden
Systemanspruch, wobei jeder der Proprotoren ein
Stoppfaltproprotor ist.
50 14. Verfahren nach Anspruch 2, wobei jede der Gondeln
(304a, 304b) drehbar ist.
15. Verfahren nach Anspruch 2 oder nach Anspruch 14,
wobei das eine oder die mehreren Triebwerke (306)
55 einen direkten, verteilten oder direkten und verteilten
Schub während des Vorwärtsflugs bereitstellen.
16. Verfahren nach Anspruch 2 oder einem vorstehen-
14
 27 EP 3 369 655 B1
den Verfahrensanspruch, wobei der eine oder die
mehreren Mantelpropeller (316) oder der eine oder
die mehreren Propeller (704) mit variabler Neigung
oder beide mit einem Elektromotor (313a, 313b,
313c), einem Hydraulikmotor (413a, 413b, 413c)
oder beidem verbunden sind, um zusätzlichen
Schub während des Vorwärtsflugs bereitzustellen.
17. Verfahren nach Anspruch 2 oder einem vorstehen-
den Verfahrensanspruch, weiterhin umfassend:
Verbinden eines oder mehrerer Mantelpropeller
(316), eines oder mehrerer Propeller (704) mit vari-
abler Neigung mit einem oder mehreren Triebwer-
ken (306) über einen elektrischen Generator (310a,
310b, 310c) und einen Elektromotor (313a, 313b,
313c) oder eine Hydraulikpumpe (410a, 410b, 410c)
und einen Hydraulikmotor (413a, 413b, 413c) oder
beides, um zusätzlichen Schub während des Vor-
wärtsflugs zu erzeugen.
18. Verfahren nach Anspruch 2 oder einem vorstehen-
den Verfahrensanspruch, weiterhin umfassend:
(i) Verbinden der einen oder mehreren Mantel-
propeller (316), eines oder mehrerer Propeller
(704) mit variabler Neigung mit einem oder meh-
reren Triebwerken (306) über einen elektrischen
Generator (310a, 310b, 310c), der elektrisch mit
einem Elektromotor (313a, 313b, 313c) verbun-
den ist, wobei der Elektromotor (313a, 313b,
313c) die einen oder mehreren Propeller (704)
mit variabler Neigung oder Mantelpropeller
(316) antreibt, die mindestens eines von strom-
aufwärts, angrenzend an oder stromabwärts
von den einen oder mehreren Triebwerken
(306) positioniert sind, um zusätzlichen Schub
während des Vorwärtsflugs bereitzustellen,
oder
(ii) Verbinden der einen oder mehreren Mantel-
propeller (316), eines oder mehrerer Propeller
(704) mit variabler Neigung mit einem oder meh-
reren Triebwerken (306) über eine Hydraulik-
pumpe (410a, 410b, 410c), die hydraulisch mit
einem Hydraulikmotor (413a, 413b, 413c) ver-
bunden ist, wobei der Hydraulikmotor (413a,
413b, 413c) die einen oder mehreren Propeller
(704) mit variabler Neigung oder Mantelpropel-
ler (316) antreibt, die mindestens eines von
stromaufwärts, angrenzend an oder stromab-
wärts von den einen oder mehreren Triebwer-
ken (306) positioniert sind, um zusätzlichen
Schub während des Vorwärtsflugs bereitzustel-
len.
19. Verfahren nach Anspruch 2 oder einem vorstehen-
den Verfahrensanspruch, wobei das eine oder die
mehreren Triebwerke (306) ein Turbowellentrieb-
werk oder ein Hochumgehungstriebwerk umfassen.
28
20. Verfahren nach Anspruch 2 oder einem vorstehen-
den Verfahrensanspruch, weiterhin umfassend ein
Untersetzungsgetriebe (308), das zwischen dem ei-
nen oder den mehreren Triebwerken (306) und dem
5 einen oder den mehreren elektrischen Generatoren
(310a, 310b, 310c) oder den einen oder mehreren
Hydraulikpumpen (410a, 410b, 410c) angeordnet
ist.
10 21. Verfahren nach Anspruch 2 oder einem vorstehen-
den Verfahrensanspruch, weiterhin umfassend das
Positionieren eines Proprotoruntersetzungsgetrie-
bes (720a) zwischen mindestens einem von: dem
einen oder den mehreren Elektromotoren (313a,
15 313b, 313c) oder dem einen oder den mehreren Hy-
draulikmotoren (413a, 413b, 413c) oder beiden und
dem Proprotor.
22. Verfahren nach Anspruch 2 oder einem der Ansprü-
20 che 14 bis 20, weiterhin umfassend das direkte An-
treiben jedes der Proprotoren mit dem mindestens
einen von:
einem oder mehreren Elektromotoren (313a, 313b,
313c), dem einen oder den mehreren Hydraulikmo-
25 toren (413a, 413b, 413c) oder beiden.
23. Verfahren nach Anspruch 2 oder eines vorangegan-
genen Verfahrensanspruchs,
30 (i) weiterhin umfassend das Positionieren eines
elektrischen Schleifrings (716a, 716b), um den
einen oder die mehreren elektrischen Genera-
toren (310a, 310b, 310c) elektrisch mit dem ei-
nen oder den mehreren Elektromotoren (320a,
35 320b, 320c) in den Gondeln (304a, 304b) zu ver-
binden; oder
(ii) weiterhin umfassend das Positionieren eines
hydraulischen Drehgelenks (814a, 814b) zum
hydraulischen Verbinden der einen oder meh-
40 reren Hydraulikpumpen (410a, 410b, 410c) mit
einem oder mehreren Hydraulikmotoren (420a,
420b, 420c) in den Gondeln (304a, 304b).
24. Verfahren nach Anspruch 2 oder einem vorstehen-
45 den Verfahrensanspruch, wobei das Kipprotorluft-
fahrzeug (100) jeweils umfasst: ein bis vier elektri-
sche Generatoren (310a, 310b, 310c), die mit einem
oder mehreren Triebwerken (306) verbunden und
mit einem bis vier Elektromotoren (320a, 320b, 320c)
50 in jeder Gondel (304a, 304b) verbunden sind, oder
eine bis vier Hydraulikpumpen (410a, 410b, 410c),
die mit einem oder mehreren Turbowellentriebwer-
ken (306) verbunden und mit einem bis vier Hydrau-
likmotoren (420a, 420b, 420c) in jeder Gondel (304a,
55 304b) oder einer Kombination derselben verbunden
sind.
25. Verfahren nach Anspruch 2 oder einem vorstehen-
15
 29 EP 3 369 655 B1
den Verfahrensanspruch, wobei jeder der Proproto-
ren Stoppfaltprotoren sind.
Revendications
1. Système de propulsion hybride pour un avion à rotor
basculant (100) comprenant :
un fuselage (302, 402) incluant
un ou plusieurs moteurs (306) qui entraînent un
arbre ;
au moins un parmi : un ou plusieurs générateurs
électriques (310a, 310b, 310c) ou une ou plu-
sieurs pompes hydrauliques (410a, 410b,
410c), connectés à l’arbre des un ou plusieurs
moteurs (306) ; et
au moins deux nacelles pivotantes (304a,
304b), chaque nacelle (304a, 304b) logeant au
moins un parmi : un ou plusieurs moteurs élec-
triques (320a, 320b, 320c) ou un ou plusieurs
moteurs hydrauliques (420a, 420b, 420c), cha-
cun connecté à un rotor orientable ;
dans lequel les un ou plusieurs moteurs électri-
ques (320a, 320b, 320c) sont connectés élec-
triquement aux un ou plusieurs générateurs
électriques (310a, 310b, 310c), ou les un ou plu-
sieurs moteurs hydrauliques (420a, 420b, 420c)
sont connectés aux une ou plusieurs pompes
hydrauliques (410a, 410b, 410c),
respectivement ; et
dans lequel les rotors orientables fournissent
une portance lorsque l’avion à rotor basculant
(100) se trouve en décollage et atterrissage ver-
ticaux et en vol stationnaire, et fournissent une
poussée lorsque l’avion à rotor basculant (100)
est en vol vers l’avant ;
une ou plusieurs soufflantes carénées (316),
une ou plusieurs soufflantes à pas variable
(704), ou les deux, et dans lequel les un ou plu-
sieurs moteurs (306) sont séparés mécanique-
ment d’un ou plusieurs des rotors orientables ou
des soufflantes, et dans lequel les un ou plu-
sieurs moteurs fournissent une poussée supplé-
mentaire pendant le vol vers l’avant.
2. Procédé de fourniture d’une propulsion à un avion à
rotor basculant (100) comprenant :
la fourniture d’un fuselage (302, 402) incluant
un ou plusieurs moteurs (306) entraînant un
arbre ;
l’entraînement d’un ou plusieurs générateurs
électriques (310a, 310b, 310c), d’une ou plu-
sieurs pompes hydrauliques (410a, 410b,
410c), ou des deux, connectés chacun à l’arbre
du moteur (306) ; et
la fourniture d’au moins deux nacelles (304a,
30
304b), chaque nacelle (304a, 304b) comprenant
au moins un parmi : un ou plusieurs moteurs
électriques (320a, 320b, 320c) ou un ou plu-
sieurs moteurs hydrauliques (420a, 420b, 420c)
5 chacun connecté à un rotor orientable, dans le-
quel le moteur électrique (320a, 320b, 320c) est
connecté électriquement au générateur électri-
que (310a, 310b, 310c), ou le moteur hydrauli-
que (420a, 420b, 420c) est connecté à la pompe
10 hydraulique (410a, 410b, 410c),
respectivement ;
la génération d’une puissance électrique par les
générateurs électriques (310a, 310b, 310c), ou
d’une puissance hydraulique par les pompes hy-
15 drauliques (410a, 410b, 410c) ;
la transmission de la puissance électrique aux
moteurs électriques (320a, 320b, 320c) dans les
nacelles (304a, 304b), ou de la puissance hy-
draulique aux moteurs hydrauliques (420a,
20 420b, 420c) dans les nacelles (304a, 304b), ou
des deux ; et
le pivotement des rotors orientables en utilisant
les moteurs électriques (320a, 320b, 320c), les
moteurs hydrauliques (420a, 420b, 420c), ou les
25 deux, pour fournir une portance lorsque l’avion
à rotor basculant (100) se trouve en décollage
et atterrissage verticaux et en vol stationnaire,
et pour fournir une poussée vers l’avant lorsque
l’avion à rotor basculant (100) est en vol vers
30 l’avant ;
la fourniture d’une ou plusieurs soufflantes ca-
rénées (316), d’une ou plusieurs soufflantes à
pas variable (704), ou des deux, et dans lequel
les un ou plusieurs moteurs (306) sont séparés
35 mécaniquement d’un ou plusieurs des rotors
orientables ou des soufflantes, et dans lequel
les un ou plusieurs moteurs fournissent une
poussée supplémentaire pendant le vol vers
l’avant.
40
3. Système selon la revendication 1, dans lequel les
un ou plusieurs moteurs (306) fournissent : une
poussée directe, distribuée, ou directe et distribuée,
pendant le vol vers l’avant.
45
4. Système selon la revendication 1 ou selon la reven-
dication 3, dans lequel les une ou plusieurs soufflan-
tes carénées (316) ou les une ou plusieurs soufflan-
tes à pas variable, ou les deux, sont connectées à
50 un moteur électrique (313a, 313b, 313c), à un mo-
teur hydraulique (413a, 413b, 413c), ou aux deux,
pour fournir une poussée supplémentaire pendant
le vol vers l’avant.
55 5. Système selon la revendication 1 ou selon une quel-
conque revendication de système précédente, dans
lequel les un ou plusieurs moteurs (306) sont con-
nectés par un générateur électrique (310a, 310b,
16
 31 EP 3 369 655 B1
310c) et un moteur électrique (313a, 313b, 313c),
ou une pompe hydraulique (410a, 410b, 410c) et un
moteur hydraulique (413a, 413b, 413c), ou les deux,
aux une ou plusieurs soufflantes carénées (316), aux
une ou plusieurs soufflantes à pas variable (704), ou
aux deux, pour fournir une poussée supplémentaire
pendant le vol vers l’avant.
6. Système selon la revendication 1 ou selon une quel-
conque revendication de système précédente, dans
lequel
(i) les un ou plusieurs moteurs (306) sont con-
nectés à un générateur électrique (310a, 310b,
310c) qui est connecté électriquement à un mo-
teur électrique (313a, 313b, 313c), dans lequel
le moteur électrique (313a, 313b, 313c) est con-
necté à la soufflante à pas variable (704) ou à
la soufflante carénée (316) qui fournit une pous-
sée supplémentaire pendant le vol vers l’avant,
dans lequel le moteur électrique (313a, 313b,
313c) entraîne les une ou plusieurs soufflantes
à pas variable (704) ou soufflantes carénées
(316) qui sont positionnées à au moins une po-
sition parmi en amont, adjacente aux, ou en aval
des un ou plusieurs moteurs (306), ou
(ii) les un ou plusieurs moteurs (306) sont con-
nectés à une pompe hydraulique (410a, 410b,
410c) qui est hydrauliquement connectée à un
moteur hydraulique (413a, 413b, 413c), dans le-
quel le moteur hydraulique (413a, 413b, 413c)
est connecté à la soufflante à pas variable (704)
ou à la soufflante carénée (316) qui fournit une
poussée supplémentaire pendant le vol vers
l’avant, dans lequel le moteur hydraulique
(413a, 413b, 413c) entraîne les une ou plusieurs
soufflantes à pas variable (704) ou soufflantes
carénées (316) qui sont positionnées à au moins
une position parmi en amont, adjacente aux, ou
en aval des un ou plusieurs moteurs (306).
7. Système selon la revendication 1 ou selon une quel-
conque revendication de système précédente, dans
lequel les un ou plusieurs moteurs (306) compren-
nent un turbomoteur ou un moteur à taux de dilution
élevé.
8. Système selon la revendication 1 ou selon une quel-
conque revendication de système précédente, com-
prenant en outre un réducteur (308) positionné entre
les un ou plusieurs moteurs (306) et les un ou plu-
sieurs générateurs électriques (310a, 310b, 310c)
ou les une ou plusieurs pompes hydrauliques (410a,
410b, 410c).
9. Système selon la revendication 1 ou selon une quel-
conque revendication de système précédente, com-
prenant en outre un réducteur de rotor orientable
32
(720a) positionné entre au moins un des: un ou plu-
sieurs moteurs électriques (313a, 313b, 313c) ou un
ou plusieurs moteurs hydrauliques (413a, 413b,
413c), ou les deux, et le rotor orientable.
5
10. Système selon la revendication 1 ou selon une quel-
conque revendication de système précédente, dans
lequel les rotors orientables sont entraînés directe-
ment par les au moins un des: un ou plusieurs mo-
10 teurs électriques (313a, 313b, 313c), un ou plusieurs
moteurs hydrauliques (413a, 413b, 413c), ou les
deux.
11. Système selon la revendication 1 ou selon une quel-
15 conque revendication de système précédente,
(i) comprenant en outre une bague collectrice
électrique (716a, 716b) qui connecte électrique-
ment les un ou plusieurs générateurs électri-
20 ques (310a, 310b, 310c) aux un ou plusieurs
moteurs électriques (320a, 320b, 320c) dans
chacune des nacelles (304a, 340b) ; ou
(ii) comprenant en outre un pivot hydraulique
(814a, 814b) qui connecte hydrauliquement les
25 une ou plusieurs pompes hydrauliques (410a,
410b, 410c) aux un ou plusieurs moteurs hy-
drauliques (420a, 420b, 420c) dans chacune
des nacelles (304a, 304b).
30 12. Système selon la revendication 1 ou selon une quel-
conque revendication de système précédente, dans
lequel l’avion à rotor basculant (100) comprend,
respectivement : un à quatre générateurs électri-
ques (310a, 310b, 310c) connectés aux un ou plu-
35 sieurs moteurs (306) et connectés à un à quatre mo-
teurs électriques (320a, 320b, 320c) dans chaque
nacelle (304a, 304b), ou, une à quatre pompes hy-
drauliques (410a, 410b, 410c) connectées aux un
ou plusieurs turbomoteurs (306) et connectées à un
40 à quatre moteurs hydrauliques (420a, 420b, 420c)
dans chaque nacelle (340a, 304b), ou une combi-
naison de ceux-ci.
13. Système selon la revendication 1 ou selon une quel-
45 conque revendication de système précédente, dans
lequel chacun des rotors orientables est un rotor
orientable à pales repliables.
14. Procédé selon la revendication 2, dans lequel cha-
50 cune des nacelles (304a, 304b) est pivotante.
15. Procédé selon la revendication 2 ou selon la reven-
dication 14, dans lequel les un ou plusieurs moteurs
(306) fournissent : une poussée directe, distribuée,
55 ou directe et distribuée, pendant le vol vers l’avant.
16. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente, dans
17
 33 EP 3 369 655 B1
lequel les une ou plusieurs soufflantes carénées
(316) ou les une ou plusieurs soufflantes à pas va-
riable (704), ou les deux, sont connectées à un mo-
teur électrique (313a, 313b, 313c), un moteur hy-
draulique (413a, 413b, 413c), ou aux deux, pour
fournir une poussée supplémentaire pendant le vol
vers l’avant.
17. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente, com-
prenant en outre :
la connexion d’une ou plusieurs soufflantes caré-
nées (316), une ou plusieurs soufflantes à pas va-
riable (704), ou des deux, aux un ou plusieurs mo-
teurs (306) par un générateur électrique (310a,
310b, 310c) et un moteur électrique (313a, 313b,
313c), ou une pompe hydraulique (410a, 410b,
410c) et un moteur hydraulique (413a, 413b, 413c),
ou les deux, pour fournir une poussée supplémen-
taire pendant le vol vers l’avant.
18. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente, com-
prenant en outre :
(i) la connexion des une ou plusieurs soufflantes
carénées (316), une ou plusieurs soufflantes à
pas variable (704), ou des deux, aux un ou plu-
sieurs moteurs (306) par un générateur électri-
que (310a, 310b, 310c) qui est connecté élec-
triquement à un moteur électrique (313a, 313b,
313c), dans lequel le moteur électrique (313a,
313b, 313c) entraîne les une ou plusieurs souf-
flantes à pas variable (704) ou soufflantes ca-
rénées (316) qui sont positionnées à au moins
une position parmi en amont, adjacente aux, ou
en aval des un ou plusieurs moteurs (306) pour
fournir une poussée supplémentaire pendant le
vol en avant, ou
(ii) la connexion des une ou plusieurs soufflantes
carénées (316), une ou plusieurs soufflantes à
pas variable (704), ou des deux, aux un ou plu-
sieurs moteurs (306) par une pompe hydrauli-
que (410a, 410b, 410c) qui est connectée hy-
drauliquement à un moteur hydraulique (413a,
413b, 413c), dans lequel le moteur hydraulique
(413a, 413b, 413c) entraîne les une ou plusieurs
soufflantes à pas variable (704) ou soufflantes
carénées (316) qui sont positionnées à au moins
une position parmi en amont, adjacente aux, ou
en aval des un ou plusieurs moteurs (306) pour
fournir une poussée supplémentaire pendant le
vol en avant.
19. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente, dans
lequel les un ou plusieurs moteurs (306) compren-
nent un turbomoteur ou un moteur à taux de dilution
34
élevé.
20. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente, com-
5 prenant en outre un réducteur (308) positionné entre
les un ou plusieurs moteurs (306) et les un ou plu-
sieurs générateurs électriques (310a, 310b, 310c)
ou les une ou plusieurs pompes hydrauliques (410a,
410b, 410c).
10
21. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente, com-
prenant en outre le positionnement d’un réducteur
de rotor orientable (720a) entre au moins un des: un
15 ou plusieurs moteurs électriques (313a, 313b, 313c)
ou un ou plusieurs moteurs hydrauliques (413a,
413b, 413c), ou les deux, et le rotor orientable.
22. Procédé selon la revendication 2 ou selon l’une quel-
20 conque des revendications 14 à 20, comprenant en
outre l’entraînement direct de chacun des rotors
orientables avec l’au moins un des: un ou plusieurs
moteurs électriques (313a, 313b, 313c), un ou plu-
sieurs moteurs hydrauliques (413a, 413b, 413c), ou
25 les deux.
23. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente,
30 (i) comprenant en outre le positionnement d’une
bague collectrice électrique (716a, 716b) pour
connecter électriquement les un ou plusieurs
générateurs électriques (310a, 310b, 310c) aux
un ou plusieurs moteurs électriques (320a,
35 320b, 320c) dans les nacelles (304a, 340b) ; ou
(ii) comprenant en outre le positionnement d’un
pivot hydraulique (814a, 814b) pour connecter
hydrauliquement les une ou plusieurs pompes
hydrauliques (410a, 410b, 410c) aux un ou plu-
40 sieurs moteurs hydrauliques (420a, 420b, 420c)
dans les nacelles (304a, 304b).
24. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente, dans
45 lequel l’avion à rotor basculant (100) comprend,
respectivement : un à quatre générateurs électri-
ques (310a, 310b, 310c) connectés aux un ou plu-
sieurs moteurs (306) et connectés à un à quatre mo-
teurs électriques (320a, 320b, 320c) dans chaque
50 nacelle (304a, 304b), ou, une à quatre pompes hy-
drauliques (410a, 410b, 410c) connectées aux un
ou plusieurs turbomoteurs (306) et connectées à un
à quatre moteurs hydrauliques (420a, 420b, 420c)
dans chaque nacelle (340a, 304b), ou une combi-
55 naison de ceux-ci.
25. Procédé selon la revendication 2 ou selon une quel-
conque revendication de procédé précédente, dans
18
 35 EP 3 369 655 B1 36

lequel chacun des rotors orientables est un rotor

orientable à pales repliables.

10

15

20

25

30

35

40

45

50

55

19
EP 3 369 655 B1

20
EP 3 369 655 B1

21
EP 3 369 655 B1

22
EP 3 369 655 B1

23
EP 3 369 655 B1

24
EP 3 369 655 B1

25
EP 3 369 655 B1

26
EP 3 369 655 B1

27
EP 3 369 655 B1

28
EP 3 369 655 B1

29
EP 3 369 655 B1

30
 EP 3 369 655 B1

REFERENCES CITED IN THE DESCRIPTION

This list of references cited by the applicant is for the reader’s convenience only. It does not form part of the European
patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be
excluded and the EPO disclaims all liability in this regard.

Patent documents cited in the description

• US 7571879 B, Builta [0003] • US 2007034739 A1 [0008]

• US 6644588 B, King [0004] • EP 3360781 A1 [0009]
• US 2016229532 A1 [0005] • US 4982914 A [0010]
• US 2016200436 A1 [0006]

Non-patent literature cited in the description

• SARAH GONCALVES. DARPA’s Experimental

VTOL Plane Looks Like the Osprey of Tomorrow, 03
August 2016, http://ecnmag.com/blog/2016/03/dar-
pas-experiniental-vtol-plane-looks-osprey-tomor-
row [0007]

31