An aircraft with an electric propulsion arrangement which includes a fuselage, a wing system attached to the fuselage, and a tail unit attached to a rear part of the fuselage. The electric propulsion arrangement is arranged on each side of the fuselage, an electrical energy generator and electricity storage and supply devices are arranged substantially along a longitudinal axis of symmetry of the fuselage. The aircraft thus incorporates a hybrid motorization.

The invention relates to a propulsion system (20) for a non-rotary-wing aircraft (3), the system comprising an alternating-current generator (24), at least one wingtip propulsion unit (22) comprising an alternating-current motor, and at least one lift-increase propulsion unit (23a-23d) comprising an alternating-current motor. The generator is connected to the lift-increase propulsion unit via a AC/DC converter (261), an intermediate DC distribution stage (260) provided with electric batteries (262) and a DC/AC converter (263a-263d). On the other hand, the generator is connected to the wingtip propulsion unit in such a way as to supply this propulsion unit with alternating current, without intermediate conversion of this alternating current into direct current.

The invention also relates to an aircraft provided with such a propulsion system.

The invention relates to a propulsion system (20) for a non-rotary-wing aircraft (3), the system comprising an alternating-current generator (24), at least one wingtip propulsion unit (22) comprising an alternating-current motor, and at least one lift-increase propulsion unit (23a-23d) comprising an alternating-current motor. The generator is connected to the lift-increase propulsion unit via a AC/DC converter (261), an intermediate DC distribution stage (260) provided with electric batteries (262) and a DC/AC converter (263a-263d). On the other hand, the generator is connected to the wingtip propulsion unit in such a way as to supply this propulsion unit with alternating current, without intermediate conversion of this alternating current into direct current.

The invention also relates to an aircraft provided with such a propulsion system.

A system for determining and/or controlling motor thrust and engine thrust in a parallel hybrid aircraft. One or more sensors may be configured to monitor one or more flight parameters to generate sensor information. User input including one or more pilot estimates may be received. The sensor information may be obtained. A performance thrust ratio may be calculated based on the user input, the sensor information, an aerodynamic model, a propeller model, and a battery model. The performance thrust ratio may be used to control the motor thrust and engine thrust to improve utilization of electric energy throughout a flight. A first thrust setting for the motor and/or a second thrust setting for the engine may be determined based on the performance thrust ratio.

A secondary battery includes an electrode wound body, a first electrode current collector plate, a second electrode current collector plate, an electrolytic solution, and a battery can. The first electrode current collector plate faces a first end face of the electrode wound body. The second electrode current collector plate faces a second end face of the electrode wound body. In the electrode wound body, an outermost wind part of a second electrode is located on an outer side relative to an outermost wind part of a first electrode. A sidewall part of the battery can includes a thin part, and a thick part that protrudes toward an inner side of the battery can along a radial direction. The thick part is located to overlap, in the radial direction, an end part, of the first electrode covered part, located on a side of the first end face in the first direction.

A secondary battery includes an electrode wound body, a first electrode current collector plate, a second electrode current collector plate, an electrolytic solution, and a battery can. The first electrode current collector plate faces a first end face of the electrode wound body. The second electrode current collector plate faces a second end face of the electrode wound body. In the electrode wound body, an outermost wind part of a second electrode is located on an outer side relative to an outermost wind part of a first electrode. A sidewall part of the battery can includes a thin part, and a thick part that protrudes toward an inner side of the battery can along a radial direction. The thick part is located to overlap, in the radial direction, an end part, of the first electrode covered part, located on a side of the first end face in the first direction.

An aircraft system is provided that includes an aircraft airframe, a drive unit, a mechanical load, an energy module and an ejection system. The aircraft airframe has an internal compartment. The drive unit is mounted with the aircraft airframe. The mechanical load includes a mechanical load rotor. The drive unit is coupled to and configured to drive rotation of the mechanical load rotor. The energy module is disposed within the internal compartment. The energy module includes an energy source configured to power or fuel operation of the drive unit. The ejection system is configured to eject the energy module out of the internal compartment and away from the aircraft airframe.

To provide a fuel cell system configured to charge a battery with maintaining the independence and redundancy of a fuel cell and a battery as power sources. A fuel cell system for air vehicles, wherein the fuel cell system comprises a fuel cell, a battery, a motor and a controller; wherein the fuel cell and the battery are connected to the motor as independent power sources, and the motor includes a double three-phase winding that uses a double inverter; and wherein, when normal output is requested from the motor, the controller operates the motor by a predetermined first output from the fuel cell, and the controller charges the battery by a torque generated in the motor.

An aircraft includes a fuselage and an airframe supporting the fuselage. The airframe includes a pair of longitudinally-extending beams. The aircraft further includes a battery assembly including a cold plate secured to the pair of longitudinally-extending beams, and a battery mounted to the cold plate.

An aerial vehicle includes a hybrid power generation system comprising an engine; a generator mechanically coupled to the engine; and a propulsion system comprising an electric motor electrically coupled to the generator and a rotational mechanism coupled to the electric motor.