A transmission device for a hybrid aircraft comprising a turboshaft engine including a gas generator, a free turbine, and a main rotor, the device comprising a first reversible electric machine coupled to a shaft of the free turbine by way of a first deactivatable coupling means, and to the main rotor, and a second reversible electric machine coupled to a shaft of the gas generator by way of a second deactivatable coupling means, and coupled to the main rotor by way of a third deactivatable coupling means, the second deactivatable coupling means being able to be activated when the second electric machine rotates in a first direction of rotation, and the third deactivatable coupling means being able to be activated when the second electric machine rotates in a second direction of rotation opposite to the first direction of rotation.

A transmission device for a hybrid aircraft comprising a turboshaft engine including a gas generator, a free turbine, and a main rotor, the device comprising a first reversible electric machine coupled to a shaft of the free turbine by way of a first deactivatable coupling means, and to the main rotor, and a second reversible electric machine coupled to a shaft of the gas generator by way of a second deactivatable coupling means, and coupled to the main rotor by way of a third deactivatable coupling means, the second deactivatable coupling means being able to be activated when the second electric machine rotates in a first direction of rotation, and the third deactivatable coupling means being able to be activated when the second electric machine rotates in a second direction of rotation opposite to the first direction of rotation.

A method of operating a hybrid engine for an aircraft, the hybrid engine having a thermal engine and an electric motor. The method includes verifying, using an engine control unit of the hybrid engine, that a selected power level is under a predetermined threshold for operation of the hybrid engine in a sub-idle hybrid mode. The method further includes operating the hybrid engine in the sub-idle hybrid mode, using the engine control unit, by controlling the thermal engine to operate in a standby mode, and by controlling the electric motor to operate in an active mode wherein the electric motor provides a majority of a propulsive power to the aircraft, wherein in the standby mode the thermal engine operates in a sub-idle condition to provide at most minimal propulsive power to the aircraft.

An aircraft turbine engine includes a gas generator and a fan arranged upstream from the gas generator and configured to generate a main gas flow, one portion of which flows in a flow path of the gas generator to form a primary flow, and another portion of which flows in a flow path around the gas generator to form a secondary flow. The gas generator has a low-pressure body with a rotor driving the fan and a low-pressure compressor situated upstream from an intermediate housing. The turbine engine also includes an electric machine, mounted coaxially downstream from the fan and upstream from the intermediate housing. An intermediate shaft is driven by the rotor of the low-pressure body and drives rotors of the electric machine and of the low-pressure compressor.

An aircraft turbine engine includes a gas generator and a fan arranged upstream from the gas generator and configured to generate a main gas flow, one portion of which flows in a flow path of the gas generator to form a primary flow, and another portion of which flows in a flow path around the gas generator to form a secondary flow. The gas generator has a low-pressure body with a rotor driving the fan and a low-pressure compressor situated upstream from an intermediate housing. The turbine engine also includes an electric machine, mounted coaxially downstream from the fan and upstream from the intermediate housing. An intermediate shaft is driven by the rotor of the low-pressure body and drives rotors of the electric machine and of the low-pressure compressor.

A device for a hybrid aircraft including a turboshaft engine having a gas generator, a free turbine, and a main rotor. The device includes a first reversible electric machine coupled to a shaft of the free turbine by way of a first free wheel, and to the main rotor. The device further includes a second reversible electric machine coupled to a shaft of the gas generator by way of a second free wheel, and coupled to the main rotor by way of a third free wheel. The second free wheel activates when the second electric machine rotates in a first direction of rotation, and the third free wheel activates when the second electric machine rotates in a second direction of rotation opposite to the first direction of rotation.

A device for a hybrid aircraft including a turboshaft engine having a gas generator, a free turbine, and a main rotor. The device includes a first reversible electric machine coupled to a shaft of the free turbine by way of a first free wheel, and to the main rotor. The device further includes a second reversible electric machine coupled to a shaft of the gas generator by way of a second free wheel, and coupled to the main rotor by way of a third free wheel. The second free wheel activates when the second electric machine rotates in a first direction of rotation, and the third free wheel activates when the second electric machine rotates in a second direction of rotation opposite to the first direction of rotation.

An example hybrid aircraft propulsion system includes one or more power units configured to output electrical energy onto one or more electrical busses; a plurality of propulsors; and a plurality of electrical machines, each respective electrical machine configured to drive a respective propulsor of the plurality of propulsors using electrical energy received from at least one of the one or more electrical busses.

A propulsion system includes a propulsor having a driveshaft, an electric machine coupled to the driveshaft of the propulsor, and a combustion engine having an output shaft. The propulsion system additionally includes a one-way clutch operable with at least one of the driveshaft of the propulsor and the output shaft of the combustion engine. The one-way clutch allows for a differential angular velocity of the driveshaft relative to the output shaft in a first circumferential direction and prevents a differential angular velocity of the driveshaft relative to the output shaft in a second circumferential direction.

A cross flow fan to be incorporated into an aircraft fuselage comprises an ingestion fan rotor to be positioned in a tail section of an aircraft fuselage to reduce boundary layer air from a top surface of the fuselage and to drive the air away from the top surface, and a drive arrangement for the ingestion fan rotor. An aircraft is also disclosed.