DESCRIPTION

The present invention relates to a hybrid pusher. A hybrid pusher is a hybrid electric/endothermic engine device capable of generating a thrust. Placed on a vehicle it is capable of generating a propulsive thrust or a braking counter thrust, both adjustable by centripetal force.

The term hybrid means both electric and endothermic operation. As will be described below, the two operations are possible both alternatively and simultaneously between them.

The invention has been designed with particular reference to the vehicle movement sector, but other applications are not excluded.

BACKGROUND ART

In the state of the art, endothermic engine devices capable of generating the mentioned thrusts from the centripetal force obtained by rotation and counter- rotation of the pistons in synchrony with their radial movements from the burst point to the rotation axis and vice versa are already known. This centripetal force supplied by combustion is converted into centrifugal force by an effect that we will call in the following "VIRTUAL RESULTING PISTON". This technique is useful for eliminating the apparatuses for the transmission of torque from the engine to the wheels or propellers or rotating blades, by directly using instead the thrust generated as a movement force. These engine devices are referred to hereafter for simplicity's sake as "endothermic pushers".

Such a system is known for example from the previous Italian patent of the same Applicant, corresponding to number 102015000033627 and defined as "engine device". IT1201400 is also known in patent literature.

The evolution of the automotive sector, and of traction in general, towards hybrid solutions leads to the need to combine such endothermic engine devices with electric engines.

Aim of the present invention is to satisfy said need.

A preferred aim of the present invention is to provide a hybrid pusher capable of operating alternately in electric mode and in endothermic mode, thus resulting in a "full hybrid" system.

A further preferred aim of the present invention is to provide a "full hybrid" system compatible with a plug-in recharging technology.

A further preferred aim of the present invention is to provide a hybrid pusher capable of operating simultaneously in endothermic and electric modes, with the latter assisting the former, thus resulting in a "mild hybrid" system, preferably with the extents of the endothermic and electric inputs being inversely proportional to each other.

GENERAL INTRODUCTION

According to a first general aspect, the invention relates to a hybrid pusher (10), comprising an endothermic engine (26) of a type capable of generating a propulsive thrust (S) in a predetermined direction, preferably both in a first direction or alternatively in the opposite direction, by rotation of masses (18), which are movable during said rotation in order to vary continuously their distance from a rotation axis (X); the endothermic engine (26) comprises combustion means for generating said variation in distance of said masses in an endothermic manner, in particular the masses comprise pistons (18) that are movable within respective cylinders (16) rotating about said axis; characterized in that:

- the hybrid pusher (10) comprises at least one electric engine (35) coupled to the endothermic engine (26);

- the endothermic engine (25) comprises at least two supported rotors (15) counter-rotating about said axis (X), where the number of cylinders (16) of each supported rotor (15) is => 2;

- the cylinders of each supported rotor (15) have combustions synchronised with the radial positions of their pistons and the two supported counter-rotating rotors (15) have two cylinders in phase, one for each cited rotor to exert the respective thrusts (S) in the same direction; the electric engine (35) and the endothermic engine (26) are coupled together in the following manner:

- the rotation axis of the electric engine is coupled to the rotation axis of the supported rotors to transfer or receive torque.

According to some preferred embodiments of the invention:

- the electric engine (35) and the endothermic engine (26) are coupled together by means of an offset architecture as follows:

- the hybrid pusher (10) comprises a first reference support (20), called fixed support (20), which internally supports the endothermic engine (26) rotatable inside a second support (30) translatable with respect to the reference support (20) in a direction orthogonal to the rotation axis (X) of the supported rotors (15), the electric engine (30) is integral with the reference support (20), and is coupled to a transmission shaft (19), called fixed shaft, also integral with said support; the endothermic engine comprises a transmission shaft (17) integral with the second support (30) and is therefore called translating shaft (17); the translation of the second support (30) with respect to the reference support (20) is able to make the hybrid pusher (10) pass between a configuration in which the fixed shaft (19) and the translating shaft (17) are aligned between them along said rotation axis (X) to a condition in which there is an offset (D) between them; the two shafts are able to exchange torque with each other in both configurations.

According to a second general aspect of the invention, the invention relates to a process for generating a thrust characterized by providing a hybrid pusher (10) of the above-mentioned type, wherein the pusher is actuated according to at least one of the following:

1) ENDOTHERMIC ONLY: it is a mode in which there is no electric input to the thrust, it can be obtained either by embodiments with or without offset architecture;

2) MILD HYBRID: it is a mode in which there is simultaneously both an endothermic and an electric input to the thrust, wherein the two inputs to the generated thrust or counter-thrust are inversely proportional to each other; it can be obtained either by embodiments with or without an offset architecture;

3) ELECTRIC FULL HYBRID: it is an electric-only mode so it occurs in the absence of endothermic operation; the thrust or counter-thrust results solely from conversion of the electric torque, it can be obtained either by embodiments with or without an offset architecture;

4) FULL HYBRID RECHARGE: it is an endothermic- only mode in which a portion of the rotor torque is used to perform an electric recharge; it can be obtained either by embodiments with or without an offset architecture;

Preferably the mode 2 MILD HYBRID can take place according to the following two modes;

2a) MILD HYBRID WITHOUT OFFSET: it is a mode in which there is simultaneously both an endothermic and an electric input to the thrust, wherein the two inputs to the generated thrust or counter-thrust are inversely proportional to each other; it can be obtained either by embodiments with or without an offset architecture;

2b) MILD HYBRID WITH OFFSET: Like the previous one where a thrust adjustment is made by applying an offset between the fixed shaft (17) and the translating shaft (19); it is supported by hybrid thrusters with offset architecture.

DETAILED DESCRIPTION

Further characteristics and advantages of the present invention will become clearer from the following detailed description of the preferred embodiments thereof, with reference to the appended drawings and provided by way of indicative and non-limiting example. In such drawings:

- figure 1 shows schematically a vehicle according to the present invention;

- figure la shows the real trajectory of a piston of a hybrid pusher;

- figure 2 schematically represents a supported rotor as part of a rotor system of a hybrid pusher according to the present invention;

- figure 3 schematically represents a hybrid pusher according to the present invention, of which the supported rotor of figure 2 is part;

- figure 4 shows an offset architecture of figure 3 in a configuration without offset, where the elements XX and YY are not represented for descriptive simplicity but are intended to be present;

- figure 5 shows the same offset architecture as figure 4 in a configuration with offset;

- figures 6, 7 and 8 are schematic representations of a behavioural model of the particles of the rotor system of the hybrid pusher of Figure 3 during rotation.

With reference to figure 1, the operating principle of a vehicle according to the present invention is shown schematically. The vehicle is referred to as a whole by reference number (1) and comprises an engine device referred to as a whole by reference number (10) and also referred to hereafter as a hybrid pusher. The hybrid pusher comprises, as will be shown later, two oriented offset mechanisms.

The hybrid pusher (10) is placed to exert a thrust on the vehicle in a predetermined direction of travel, indicated by the arrow (S), useful for setting it in motion.

The direction (S) is preferably in a predetermined plane (P) of the vehicle, e.g. intended to remain parallel to the ground (T), more preferably this direction can be varied at will in that plane. In the case of aerial or naval vehicles it may be desirable to vary the direction (S) also in such a way as to be inclined with respect to this plane, e.g. for take-offs or dives.

The vehicle does not need any elements for transmitting the rotary motion of the hybrid pusher (10) to other elements, such as for example elements for adhering to the ground or rails, such as wheels in the case of a land vehicle, or propellers in the case of an air or maritime vehicle, as it is the thrust (S) itself that moves the vehicle.

The same principle can be applied to any car requiring a forward motion.

Figure 2 summarises the known principle described that generates the thrust (S) that can be used for the movement. Figure 2 in particular shows a base element of the hybrid pusher, referred to in the following as the

"SUPPORTED ROTOR (15)". The supported rotor (15) can have a plurality of cylinders rotating (16) around an axis (X), but maximum functionality is achieved by 2 cylinders without excluding an increase in this number. They are arranged in such a way as to divide a circular sector orthogonal to the rotation axis into equal angles, so that in the case of the two cylinders shown in the figure, they are arranged at 90° around the axis (X).

Each cylinder (16) contains a mass (18) that varies its distance from the axis (X) during rotation. This mass (18) is a piston that slides inside the cylinder, dividing it into two chambers, called chamber 1 and chamber 2, where the sliding is triggered by: fuel combustion. The resulting engine is therefore of the endothermic type. The synchronism between the half turn of the counter-rotating rotors and the full stroke of the pistons in the phases of expansion in chamber 1 and of compression in chamber 2 of at least 4 cylinders generates a thrust (S) given by the centripetal force of the masses or pistons (18) which is always oriented in the same direction, conventionally referred to as the 0° angle of rotation. The direction of the thrust (S) can be varied by varying the combustion anticipations and delays from the predetermined 0° point.

All the cylinders of the supported rotor (15) rotate integral with each other as a single body, and their combustions are in phase with the cylinders of the other supported counter-rotating rotor with respect to the one mentioned above, in such a way as to generate the thrust S in the same direction. The generation of thrust is explained by a resultant of effects called in the following "VIRTUAL RESULTING PISTON".

In general, the virtual resulting piston results from the coupling of at least two supported counter- rotating rotors 15 to each other by means of at least a differential, creating a base core in which their rotation axes are aligned. It is also possible to multiply this scheme by coupling several base cores by means of additional differentials. As mentioned, it is also possible to provide for each rotor n cylinders where n=>2, as long as the rotors are equal to each other.

The pistons are arranged in the respective cylinders 16 in such a way as to perform the respective phases of expansion in chamber 1 and of compression in chamber 2 in phase two by two, where in the case of two cylinders per rotor illustrated in the figures the two pairs in phase have a 90° delay between them, both pairs having the same burst point.

As a result of the combination of the linear movement of the piston and of the rotation of its cylinder from one burst to the next one, the centre of gravity of the piston generates a trajectory, an example of which is shown in figure la. Said trajectory of the centre of gravity of a piston during the forward stroke has an asymmetric "potato" shape, which is in itself non- functional, but a corresponding piston of the counter- rotating rotor, in phase with the previous one, makes it possible to reduce this dysfunction and to obtain a resultant of the trajectories represented by a straight line running from the burst point to the centre of rotation and vice versa.

The presence of the other pair of pistons, or in general of the other pairs of pistons, in phase with each other, makes it possible to obtain another resultant (or in general respective other resultants) of the trajectories. The resultants of all the torques meet at a point which is always placed halfway between the burst point and the centre of rotation of each half stroke, and is conventionally considered the centre of gravity of the resulting piston of the engine device.

Of the resulting piston, which is virtually static, but rotating on it by effect of the rotor system, it is rational to consider that the expansion, compression and inertial forces acting on the surfaces of at least 4 pistons (in general of all pistons) are zeroed; instead, the summation of the progressive tangent forces of the pistons allows to vary the angular speed of the supported counter-rotating rotor.

The centrifugal force of the resulting piston, generated by its angular speed, by its mass and by its radius of rotation, which is equal to half of the half stroke, is transferred via the combustion gases to the heads, which by reaction causes the formation of the adjustable thrust that moves the vehicles with endothermic energy.

The static and off-centre position, due to the radius of rotation, of the centre of gravity of the resulting piston in the endothermic mode is to be considered a virtual offset from the rotation axis in the absence of a real offset of the rotors.

In principle, the thrust can also be obtained by rotating the rotors by means of an external torque, e.g. given by an electric engine. In this way it is possible to convert this external torque into a thrust. This can be used to switch to either fully electric or hybrid operating modes, as will be explained later. In hybrid modes, the external torque is applied to assist the thrust obtained from the endothermic operation of the hybrid pusher. As will be explained later, if a real offset is added to this mode, further advantages can be obtained such as the dosage of the electric input, which depends at least on the extent of the real offset. In order to obtain these advantages, it is necessary to use a real offset architecture between the fixed axis (19) of the rotor system (25) and the rotation axis of the counter-rotating rotors, which will be described below, but which is to be considered optional.

With reference to figure 4, a hybrid pusher is shown, indicated as a whole by the reference number (10) and comprising said offset architecture.

The hybrid pusher (10) comprises a first support (20) having the function of a reference supporting structure, e.g. a frame, hereafter also called fixed support. The fixed support (20) internally supports a rotor system (25) capable of assuming two working configurations, as will be explained later.

The rotor system (25) comprises at least two supported counter-rotating rotors (15) of the type described above. They are counter-rotating around the same axis X and are, as mentioned above, synchronous, i.e. such that they generate the thrust (S) in the same direction. The set of supported rotors is considered to be an endothermic engine (26).

To permit counter-rotations around the same axis (X), the supported rotors are joined together by a fixed crown differential (28).

The supported rotors (15) and the relative differential (28) are supported and rotatable around the axis (X) on a second support (30), for example a second frame. The second support (30) is translatable with respect to the first support in a direction (Z) orthogonal to the rotation axis (X) of the supported rotors (15).

The translation is operated for example by linear actuator devices (32), such as hydraulic devices. Four are shown in the example in figure 3.

Each supported rotor (15) comprises a rotation shaft (17) directed along the axis (X) operatively connected to an electric engine (35) which is fixed with respect to the first support (20), to exchange torque with it.

This operating connection is made by means of an offset architecture (40) between the fixed axis (19) of the rotor system (25) and the supported rotor (20), which is adapted to exchange torque even when the axis (X) of the supported rotor (15) is offset from the axis (XI) of the corresponding electric engine due to translation between the first and second support (20), (30). Figure 3 shows an operating configuration in which the axes of the supported rotors (15) and of the electric engines (35) are aligned with each other, i.e. they have zero offset.

The rotor system (25) is completely mirror symmetrical, so that there are two electric engines and two corresponding offset devices (40) with respect to the relative supported rotors (15) moved by electric engines (35).

Figure 4 shows an offset architecture (40) on an enlarged scale.

The offset architecture (40) comprises a rotation shaft of a supported rotor (17), also called translating shaft as it is supported by the translating support (30), and a rotation shaft (19) of the electric engine or connectable to the electric engine (35), also called fixed shaft as it is supported by the fixed support (20).

In the configuration of figure 4, the two shafts are coaxial.

The fixed shaft (19) drives a crank system (58) into rotation comprising two crank arms (48) and (62) coupled facing each other by means of a crank pin (60), which is translatable with respect to one of the two. In particular, the crank pin (60) translates with respect to the fixed shaft (19) by an amount equal to the offset D applied by the actuators (32).

In order to achieve this, the crank system (58) is made, for example, in the following manner.

A supporting crank pin is made in the form of an idle third shaft (47). It is a satellite shaft in that it is rotationally integral with the fixed shaft (19) and is located at a predetermined distance therefrom. The supporting pin (47) in particular is supported by a first crank arm (48), also called supporting crank or supporting rotor, driven into rotation by the fixed shaft (19).

The supporting pin (47) therefore rotates around the fixed shaft (19), but the rotation on itself is limited to take up that imposed by the directional position of the fixed pinion (54). This device, known as an adjustable fixed pinion (54), can be controlled by means of a hydraulic device (XX) and the arm (YY) to rotate with respect to the conventional point of rotation of 90° to the right or 90° to the left.

To achieve this, the supporting pin (47) is fixed idly to the supporting crank arm (48), for example by means of bearings (49), and is rigidly fixed to a pinion (50). The pinion (50) is therefore in turn mounted idly on the supporting crank arm (48).

The pinion (50) is connected by means of a chain (52) to the adjustable fixed pinion (54) rigidly fixed to the fixed support (20), so as not to rotate with respect to it and coaxial to the fixed shaft (19) in such a way that the rotation of the supporting crank arm (48), by means of the chain (52), drives the idle pinion (50) into rotation and consequently the supporting crank pin (47) to keep their angular orientation unchanged during rotation around the fixed shaft (19).

This allows a linear guide (55) directed in the offset direction achievable by the actuators (32) to be coupled integrally to the supporting crank pin (47) in both directions permitted by the mentioned direction.

The linear guide (55) guides a crank pin (60), parallel to the supporting idle crank pin (47), so as to be sliding with respect to it and orthogonal to the rotation axis X. This pin (60) is said translating pin with respect to the fixed shaft (19).

The translating pin (60) is supported by a second crank arm (62), which drives the shaft (17) of the supported rotor (15) into rotation.

Each offset architecture (40) preferably has at least two supporting crank arms, relative pins, linear guides and translating pins, idle pinions and the adjustable fixed one, for example in figure 4 an offset architecture (40) is shown where the components described are doubled.

Figure 5 shows the configuration in which the actuator devices are actuated to achieve an offset (D) between the translating shaft (17) and the fixed shaft (19). In this case, the translating pin (60) translates by the same amount with respect to the supporting pin (47). Since the linear guide (55) does not change its angular orientation during rotation, the translating pin (60) and the supporting pin (47) can rotate offset from each other in both directions. They start from the centre of the guide (55) and reach the ends thereof. Each mentioned pin rotates around the translating shaft (17) and the fixed shaft (19) respectively.

In use, the hybrid pusher can be used in the following modes, some depending on its configurations with or without the offset architecture:

1) ENDOTHERMAL ONLY: this mode can obviously be adopted for embodiments with or without offset architecture. The thrust or counter-thrust is caused by the direction of rotation and by the offset of the centre of gravity of the virtual resulting piston described above.

2) MILD HYBRID WITHOUT REAL OFFSET: it is a mode in which both endothermic and electric operation occur simultaneously, where the two inputs to the thrust or counter-thrust generated are inversely proportional to each other. The thrust or counter-thrust component given by endothermic operation is given by the offset of the centre of gravity of the virtual resulting piston described above, while the component given by the transfer of the electric torque to the rotors is from the virtual resulting cam with real offset equal to zero, where the absence of offset is given either by the absence of the offset architecture or by its positioning at the zero value.

3) MILD HYBRID WITH REAL OFFSET: like the previous one where however there are virtual cam offsets >0, so it is only possible if the offset architecture is present.

4) ELECTRIC FULL HYBRID: it is an electric-only mode so it occurs in the absence of endothermic operation. The thrust or counter-thrust result solely from the conversion of the electrical torque, it can be obtained either from embodiments with or without offset architecture.

5) FULL HYBRID RECHARGE: it is an endothermic- only mode where a part of the rotor torque is used to carry out an electric recharge. It can be obtained from either embodiments with or without offset architecture.

In the case of embodiments with an offset architecture, the thrust (S) generated is of the adjustable type for at least two reasons.

It is in fact possible to adjust at least the magnitude of the thrust (S), by acting on the rotation speed of the supported rotors (15) in the endothermic mode, while in the electric mode it is possible to vary the rotation radius of their virtual resulting cam, as described below, but it is also possible to adjust its direction.

If an initial adjustment of the direction can be made by managing anticipations and delays of the resulting burst point of the pair of cylinders in phase with respect to the conventional point of rotation at 0°, according to a general characteristic which can also be applied independently of the other adjustments, it is possible to envisage directly modifying the angular orientation of the supported rotors (15) with respect to the fixed support (20).

This change can easily take place by allowing a predetermined rotation to be controlled by vertical hydraulic devices (XX) which actuate the arm (YY) of the adjustable fixed pinion (54) causing it to rotate, with respect to a reference point of 0°, to the right up to 90° or to the left up to 90°. This allows the linear guide (55) to maintain the same direction parallel to the angular direction of the adjustable fixed pinion (54).

It should be noted that the translation offset can occur in one direction or in the opposite direction and therefore generate either an adjustable thrust to move the vehicle forward or an adjustable counter-thrust to brake it.

We will now explain from a physical point of view, and with reference to figures 6, 7 and 8, the reason for the behaviour of the hybrid pusher in the two configurations .

FORMATION OF THE THRUST OF THE HYBRID PUSHER

The rotor system (25) of the hybrid pusher (10), in a configuration without offset, in case of absence of endothermic operation cannot transform the driving torque received from the electric engine into ADJUSTABLE DIRECTION (S) thrust. In this configuration, endothermic operation is therefore essential, transforming the combustion energy into an adjustable thrust and, if desired, into a driving torque, which can be used, for example, for energy recovery by generating electrical current to be stored in special accumulators. This result is explained by evaluating the n particles, constituting the rotor system (25) (see figure 6), which, due to their symmetry around the axis (X), admit a centre of gravity (BSR): defined as the centre of gravity of the n particles but, its radius of rotation being zero, the following physical quantities are zeroed: their moments of inertia, their directional components of their centrifugal forces and does not transform the driving torque received from the electric engine into an adjustable thrust.

On the other hand, in the presence of the offset (D) of the rotors with respect to the fixed axis (19) of the rotor system (25) in a first direction (figure 6), the hybrid pusher (10), using the virtual resulting cam of the particles x, (described later), obtained from the offset, also adjustable, between the axis of the rotor system and the virtual ones of the supported counter- rotating rotors, this one acquires the decisive functionality of producing an adjustable thrust in one direction, imposed by the offset. On the other hand, an offset in the opposite direction to the previous one generates a counter-thrust in the opposite direction to the previous one, which allows the movement of the vehicle to be braked.

This result is explained as follows.

With the offset (D) in one direction, in the absence of endothermic operation, the rotation axes (17) of the supported rotors (15) are spaced from the fixed axis (19) of the rotor system (25); the n particles of the rotor system, returned to a resulting rotary plane, show the following situation: from the different lengths of the rotation radii from the trajectories of the n particles of the rotor system, they enable those belonging to the supported counter-rotating rotors (15), and but having a radius greater than the maximum one possessed in a non-offset configuration, with respect to the fixed axis (X) of the rotor system, particles x are defined; the increase of the radius, with respect to the maximum one possessed in a non-offset configuration, has a value derived from the offset and corrected by the cosine of the rotation angle; all the particles x of each supported counter- rotating rotor, as defined above, identify the mass involved in the variations of their moments of inertia, due to the different radius of rotation with respect to the axis of the rotor system (X); the set of said particles, due to the half-moon shape, give rise to the real cam (80) of the particles x and admit their own centre of gravity: defined as the real centre of gravity (BRX) of the particles x.

The value of the offset (D), as already mentioned, multiplied by a correction factor given by the cosine of the value of the angle of rotation, the extent of the variation of the maximum construction radius of each particle x is calculated and for each angle of rotation we have the following situation for each angular sector (figure 7). In the one comprised between 270° and 0°, there is an increase in the radius of the particles x, which passes, to 270°, from the maximum one possessed without offset at 270°, to add to this figure the value of the offset at 0°, in the intermediate angles between the values mentioned, the increase is affected by the correction factor mentioned; the extent of the moments of inertia of the particles x increases due to the effect of the energy supplied by the driving torque (CEL) of the electric engine (35) and are defined as particles x+.

In the one from 0° to 90° there is a decrease in the radius of rotation of the particles x, which passes, to 0°, from the maximum radius possessed without offset plus the value of offset at 0°, to be reduced the maximum one possessed without offset at 90°, in the intermediate angles of the values mentioned, the decrease undergoes the effects of the correction factor mentioned; the extent of the moments of inertia of the particles x decreases due to the effect of the energy transferred to the rotor system and particles x- are defined.

Basically, the centre of gravity (BX+) of the particles x+ is given by those that increase the moment of inertia and use energy supplied by the driving torque (CEL) of the electric engine. Instead, the centre of gravity (BX-) of the particles x- is given by those that decrease the moment of inertia and transfer the energy to the rotor system.

This asymmetry between the forces in the field creates a non-functionality. The set of particles x+ and the set of particles x-, (see figure 7) admit two specific centres of gravity (BX+) and (BX-), defined by the values of their moment of inertia, differently located and, therefore, create a non-functional asymmetry but, the presence of supported counter-rotating rotors, gives rise to a virtual resulting centre of gravity (BRV) between the mentioned four specific centres of gravity (see figure 8), two for each counter-rotating rotor; therefore the particles x have only one centre of gravity: defined as the virtual resulting centre of gravity of the particles x relative to both rotors mentioned.

The particles x of each supported counter- rotating rotor, give rise to the real cam of the particles x but, the set of supported counter-rotating rotors, give rise to a virtual cam (80) of the particles x.

Furthermore, the trajectories of the particles x admit a resultant identified by a single point: defined as the virtual resulting point of the trajectories of the particles x which, coinciding with their virtual resulting centre of gravity BRV of the particles x, demonstrates the functionality of this system.

The continuous variation of the moment of inertia of each particle x, of the supported counter-rotating rotors, in the angular sector from 270° to 0°, allows to accumulate the energy supplied by the driving torque (CEL) of the electric engine during the increase of the moments of inertia of each particle x+; on the other hand, in the angular sector from 0° to 90°, during the decrease of the moments of inertia of each particle x-, the energy they possess is transferred to the supported counter-rotating rotors in the form of centripetal force (CP).

A centrifugal force (CF) arises by reaction from the latter, which, by acting on each particle x, gives rise to the directional components of the adjustable thrust (S) of the hybrid pusher, while the orthogonal components are zeroed; both components mentioned use the driving torque of each electric engine, indicated respectively with (CEL1) and (CEL2), in conditions of offset of the rotor system of the hybrid pusher.

The following conditions must be provided in order to allow a continuous transformation of the driving torque of the electric engine into an adjustable thrust by the hybrid pusher without the use of a transmission: the particles x of the two supported counter- rotating rotors admit a centre of gravity, virtually positioned between the two rotors mentioned and defined as the resulting centre of gravity (BRX) of the particles x; the average radius of rotation of the particles x is equal to that of their resulting centre of gravity; the mass of the particles x is given by the sum of their single masses; the direction is defined by two resulting centres of gravity: the one of the n particles on the axis of the rotor system (BSR) and the one of the particles x of the counter-rotating ones (BRX); the direction starts from the resulting centre of gravity of the n particles (BRS) on the axis of the rotor system and reaches the resulting centre of gravity of the cam of the particles x (BRX).

The above conditions, together with the angular speed imposed by the driving torque of the electric engine on the rotor system, result in the directional components of the centrifugal forces of the particles x, which generate the adjustable thrust.

The functional contents of the hybrid pusher (10) demonstrate: the possibility of transforming the driving torque of an electric engine into an adjustable thrust, with the elimination of the transmission when the electric and combined modes are used; to improve the hybridisation process compared to current techniques.

The combination of the above-mentioned advantages gives rise to an optimal solution for creating the hybrid pusher (10), capable of supplying an adjustable thrust in the following modes: endothermic, electric and combined; alternatively between the three mentioned.

The concept of virtual resulting cam of particles x has the following characteristics: a static position, even if its components vary continuously during operation; a mass; a radius of rotation; an angular speed.

In the presence of endothermic functionality, the hybrid pusher is capable of transforming the driving torque of the electric engine into an adjustable thrust additional to that obtained from combustion, as its function is that of producing an adjustable thrust.

On the other hand, in the presence of an offset due to translation in the opposite direction to that described, the real cams (80) and the virtual resulting cam (80) assume an opposite position to that illustrated and under these conditions a braking counter-thrust of the vehicle is generated.

It should be noted that the hybrid pusher (10) operating in electrical modes has the ability to vary the intensity of the thrusts under the same conditions. This occurs by acting on each hydraulic jack (XX) and on the arm (YY) of the fixed pinion (54), which is rotated from 0° to 90° to the right or from 0° to 90° to the left, but the connections made with the linear guides (55) allow them to always remain parallel with the angular direction of the fixed pinion that can be adjusted (54) autonomously for each offset architecture (40). This makes it possible to vary the angular position of the real cams (80) of each supported rotor by performing: similar angular displacements both to the right or both to the left; opposite angular displacements one to the right and the other to the left or vice versa. In the case of similar displacements of the real cams (80), a variation in the thrust direction of the hybrid pusher (10) is obtained. In the case of opposite displacements of the real cams (80), a variation in the intensity of the thrust of the hybrid pusher (10) is obtained since the virtual resulting cam (80), obtained from the sum of the real ones, reduces its rotation radius until the value at 90° is zeroed. This is due to the fact that increasingly divergent centrifugal forces bring the centres of gravity of the real cams and the virtual resulting cam closer to the rotation axis of the rotor system, reducing the thrust or counter-thrust.

GENERAL INTERPRETATION OF TERMS

In understanding the object of the present invention, the term "comprising" and its derivatives, as used herein, are intended as open-ended terms that specify the presence of declared characteristics, elements, components, groups, integers and/or steps, but do not exclude the presence of other undeclared characteristics, elements, components, groups, integers and/or steps. The above also applies to words that have similar meanings such as the terms "comprised", "have" and their derivatives. Furthermore, the terms "part", "section", "portion", "member" or "element" when used in the singular can have the double meaning of a single part or a plurality of parts. As used herein to describe the above executive embodiment (s), the following directional terms "forward", "backward", "above", "under", "vertical", "horizontal", "below" and "transverse", as well as any other similar directional term, refers to the embodiment described in the operating position. Finally, terms of degree such as "substantially", "about" and "approximately" as used herein are intended as a reasonable amount of deviation of the modified term such that the final result is not significantly changed.

While only selected embodiments have been chosen to illustrate the present invention, it will be apparent from this description to those skilled in the art that various modifications and variations can be made without departing from the scope of the invention as defined in the appended claims. For example, the size, shape, position or orientation of the various components can be changed as needed and/or desired. The components shown which are directly connected or in contact with each other can have intermediate structures arranged between them. The functions of one element can be performed by two and vice versa. The structures and functions of one embodiment can be adopted in another embodiment. All the advantages of a particular embodiment do not necessarily have to be present at the same time. Any feature that is original compared to the prior art, alone or in combination with other features, should also be considered as a separate description of further inventions by the Applicant, including the structural and/or functional concepts embodied by those features. Therefore, the foregoing descriptions of the embodiments according to the present invention are provided for illustrative purposes only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.