SYSTEM AND METHODS FOR IMPLEMENTING REGIONAL AIR TRANSIT NETWORK USING HYBRID-ELECTRIC AIRCRAFT

• US 20160236790A1
• Filed: 08/27/2015
• Published: 08/18/2016
• Est. Priority Date: 08/29/2014
• Status: Active Grant

• Current Assignee: Zunum Aero, Inc.
• Original Assignee: Tzunum, Inc.
• Inventors: Knapp, Burton Matthew, Kumar, Ashish Andrew
• Granted Patent: US 9,561,860 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B64C 11/001 Shrouded propellers
• CPC Class Codes: B64C 11/44 electric
• CPC Class Codes: B64D 2221/00 Electric power distribution systems onboard aircraft
• CPC Class Codes: B64D 27/026 comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine Hybrid electric aircraft B64D27/33
• CPC Class Codes: B64D 27/24 using steam or spring force jet aircraft B64D27/16
• CPC Class Codes: B64D 41/007 Ram air turbines
• CPC Class Codes: G01C 21/20 Instruments for performing navigational calculations G01C21/24, G01C21/26 take precedence
• CPC Class Codes: G08G 5/0021 located in the aircraft
• CPC Class Codes: G08G 5/0034 Assembly of a flight plan
• CPC Class Codes: G08G 5/0052 for cruising combined instruments indicating more than one navigational value G01C23/00
• CPC Class Codes: G08G 5/0086 for monitoring terrain radar or analogous systems specially adapted for terrain avoidance G01S13/935
• CPC Class Codes: Y02T 50/60 Efficient propulsion technologies, e.g. for aircraft

Abstract

Systems, apparatuses, and methods for overcoming the disadvantages of current air transportation systems that might be used for regional travel by providing a more cost effective and convenient regional air transport system. In some embodiments, the inventive air transport system, operational methods, and associated aircraft include a highly efficient plug-in series hybrid-electric powertrain (specifically optimized for aircraft operating in regional ranges), a forward compatible, range-optimized aircraft design, enabling an earlier impact of electric-based air travel services as the overall transportation system and associated technologies are developed, and platforms for the semi-automated optimization and control of the powertrain, and for the semi-automated optimization of determining the flight path for a regional distance hybrid-electric aircraft flight.

Claims

1. A hybrid-electric power source aircraft, comprising

a source of energy, the source of energy including a source of stored electrical energy and a source of generated energy provided by a generator;

a powertrain, the powertrain operable to receive as an input energy from the source of energy and in response to operate one or more electrically powered motors;

one or more propulsors, wherein each propulsor is coupled to at least one of the one or more electrically powered motors;

an electronic processor programmed with a first set of instructions, which when executed provide one or more functions or processes for managing the operation of the aircraft, wherein these functions or processes include a function or process for

determining a status of the amount of stored electrical energy and generator fuel presently available to the aircraft;

determining an amount of stored electrical energy and generator fuel required to enable the aircraft to reach its intended destination;

determining an amount of energy that could be generated by the source of generated energy presently available to the aircraft;

determining how to optimally draw energy from the sources of stored electrical energy and generated energy; and

in event of failure or abnormal operation of a component of the powertrain, determining a reconfiguration of the powertrain and a revised control strategy for continued flight;

an electronic processor programmed with a second set of instructions, which when executed provide one or more functions or processes for planning a flight for the aircraft, wherein these functions or processes include a function or process for

accessing data regarding the total amount of stored electrical energy and generator fuel presently available to the aircraft;

determining if the amount of stored electrical energy and generator fuel presently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, wherein this includes consideration of a first aircraft operating mode wherein stored energy is used exclusively and consideration of a second aircraft operating mode wherein a combination of stored electrical energy and generated energy is used;

if the amount of stored electrical energy and generator fuel presently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then planning a route to the intended destination;

if the amount of stored electrical energy and generator fuel presently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then planning how to optimally draw energy from the sources of stored electrical energy and generated energy over the planned route to the intended destination;

if the amount of stored electrical energy and generator fuel presently available to the aircraft is insufficient to enable the aircraft to reach its intended destination, then planning a route to an intermediate destination, wherein planning a route to an intermediate destination further includes

determining one or more possible energy and/or fuel providers;

determining if available stored electrical energy and generator fuel are sufficient to reach at least one of the providers;

generating a route to the at least one provider; and

planning how to optimally draw energy over the route; and

a communications element or elements operable to enable data from the aircraft to be transferred to a remote data processing platform or operator and to receive data from the remote data processing platform or operator for exchanging data regarding one or more of route planning or recharge and refuel sources.

2. The aircraft of claim 1, wherein the one or more propulsors are a fan located within a duct or shroud.

3. The aircraft of claim 1, wherein the source of generated energy is a generator that operates to convert a source of fuel into energy.

4. The aircraft of claim 2, wherein the aircraft further includes components and processes to enable the one or more propulsors to be configured for usage in a short takeoff and landing mode.

5. The aircraft of claim 1, wherein the remote data processing platform is associated with a recharge and/or refueling platform for the aircraft.

6. The aircraft of claim 5, wherein the recharge and/or refueling platform for the aircraft further comprises:

a database storing information regarding providers of recharge and/or refueling services; and

a recharge and/or refueling services scheduler.

7. The aircraft of claim 1, further comprising elements operable to recharge the source of stored electrical energy during a braking process.

8. The aircraft of claim 1, wherein the powertrain comprises a multiplicity of components and circuits to enable reconfiguration of the powertrain for safe and cost effective response to failure or abnormal operation.

9. The aircraft of claim 1, wherein the parameters of one or more operational aspects of the powertrain correlate with power output, and further, wherein the correlation is weaker than for a powertrain using a source of energy based on combustion of fuel.

20. The aircraft of claim 1, wherein the powertrain is operable to support one or more of a source of stored electric energy and a source of generated energy, where each may be of varying power output, provided that the power output of the powertrain is sufficient for flight.

21. The aircraft of claim 1, further comprising elements to enable depletion of the source of stored energy by maintaining a safety reserve as fuel for the source of generated energy.

10. An air transport system, comprising:

a plurality of hybrid-electric powered aircraft, wherein each of the aircraft further comprises

a source of energy, the source of energy including a source of stored electrical energy and a source of generated energy;

a powertrain, the powertrain operable to receive as an input energy from the source of energy and in response to operate one or more electrically powered motors;

one or more propulsors, wherein each propulsor is coupled to at least one of the one or more electrically powered motors;

an electronic processor programmed with a first set of instructions, which when executed provide one or more functions or processes for managing the operation of the aircraft, wherein these functions or processes include a function or process for

determining a status of the amount of stored electrical energy and generator fuel presently available to the aircraft;

determining an amount of stored electrical energy and generator fuel required to enable the aircraft to reach its intended destination;

determining an amount of energy that could be generated by the source of generated electrical energy presently available to the aircraft;

determining how to optimally draw energy from the sources of stored electrical energy and generated energy; and

in event of failure or abnormal operation of a component of the powertrain, determining a reconfiguration of the powertrain and a revised control strategy for continued flight;

an electronic processor programmed with a second set of instructions, which when executed provide one or more functions or processes for planning a flight for the aircraft, wherein these functions or processes include a function or process for

accessing data regarding the total amount of stored electrical energy and generator fuel presently available to the aircraft;

determining if the amount of stored electrical energy and generator fuel presently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, wherein this includes consideration of a first aircraft operating mode wherein stored energy is used exclusively and consideration of a second aircraft operating mode wherein a combination of stored electrical energy and generated energy is used;

if the amount of stored electrical energy and generator fuel presently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then planning a route to the intended destination;

if the amount of stored electrical energy and generator fuel presently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then planning how to optimally draw energy from the sources of stored electrical energy and generated energy over the planned route to the intended destination; and

if the amount of stored electrical energy and generator fuel presently available to the aircraft is insufficient to enable the aircraft to reach its intended destination, then planning a route to an intermediate destination, wherein planning a route to an intermediate destination further includes

determining one or more possible energy and/or fuel providers;

determining if available stored energy and generator fuel are sufficient to reach at least one of the providers;

generating a route to the at least one provider; and

planning how to optimally draw energy over the route; and

a communications element or elements operable to enable data from the aircraft to be transferred to a remote data processing platform or operator and to receive data from the remote data processing platform or operator for exchanging data regarding one or more of route planning or recharge and refuel sources;

a plurality of aircraft take-off or landing sites, wherein each take-off or landing site includes a recharge and refuel platform operable to provide recharging services for a source of stored electrical energy and fuel for a source of generated energy; and

a data processing system or platform, wherein the data processing system or platform is operable to provide route planning data to one or more of the plurality of hybrid powered aircraft.

11. The air transport system of claim 10, wherein the one or more propulsors of the hybrid powered aircraft are a fan located within a duct or shroud.

12. The air transport system of claim 10, wherein the source of generated energy is a generator that operates to convert a source of fuel into electrical energy.

13. The air transport system of claim 10, wherein one or more of the plurality of hybrid powered aircraft further include components and processes to enable the one or more propulsors to be configured for usage in a short takeoff and landing mode.

14. The air transport system of claim 10, wherein at least one of the recharge and/or refueling platforms further comprise:

a database storing information regarding providers of recharge and/or refueling services; and

a recharge and/or refueling services scheduler.

15. The air transport system of claim 10, wherein one or more of the aircraft further comprise elements operable to recharge the source of stored electrical energy during a braking process.

16. The air transport system of claim 10, wherein the parameters of one or more operational aspects of the powertrain of one or more of the plurality of hybrid powered aircraft correlate with power output, and further, wherein the correlation is weaker than for a powertrain using a source of energy based on combustion of fuel.

17. A non-transitory computer readable medium on which are contained a set of instructions, wherein when executed by a programmed electronic processing element, the set of instructions cause an apparatus containing the electronic processing element to:

determine a status of the amount of stored electrical energy and generator fuel presently available to a hybrid-electric powered aircraft;

determine an amount of stored electrical energy and generator fuel required to enable the hybrid-electric powered aircraft to reach its intended destination; and

determine an amount of energy that could be generated by a source of generated energy presently available to the hybrid-electric powered aircraft;

determine how to optimally draw energy from the sources of stored electrical energy and generated energy; and

in event of failure or abnormal operation of a component of the powertrain, determining a reconfiguration of the powertrain and a revised control strategy for continued flight.

18. The non-transitory computer readable medium of claim 17, wherein the set of instructions further include instructions that cause the apparatus containing the electronic processing element to:

access data regarding the total amount of electrical energy and generator fuel presently available to a hybrid-electric powered aircraft;

determine if the amount of stored electrical energy and generator fuel presently available to the hybrid-electric powered aircraft is sufficient to enable the aircraft to reach its intended destination, wherein this includes consideration of a first aircraft operating mode wherein stored energy is used exclusively and consideration of a second aircraft operating mode wherein a combination of stored electrical energy and generated energy is used;

if the amount of stored electrical energy and generator fuel presently available to the hybrid-electric powered aircraft is sufficient to enable the aircraft to reach its intended destination, then planning a route to the intended destination;

if the amount of stored electrical energy and generator fuel presently available to the aircraft is sufficient to enable the aircraft to reach its intended destination, then planning how to optimally draw energy from the sources of stored electrical energy and generated energy over the planned route to the intended destination; and

if the amount of stored electrical energy and generator fuel presently available to the hybrid-electric powered aircraft is insufficient to enable the aircraft to reach its intended destination, then planning a route to an intermediate destination, wherein planning a route to an intermediate destination further includes

determining one or more possible energy and/or fuel providers;

determining if available stored energy and generator fuel are sufficient to reach at least one of the providers;

generating a route to the at least one provider; and

planning how to optimally draw energy over the route.

19. The non-transitory computer readable medium of claim 18, wherein the set of instructions further include instructions that cause the apparatus containing the electronic processing element to plan the route to an intermediate destination by consideration of one or more of

the pilot, aircraft owner, or aircraft operator having an account with a specific recharge and/or refuel services provider;

the recharging services available at a specific recharge and/or refuel services provider and prices of these services; and

the refuel services available at a specific recharge and/or refuel services provider.