Patent Publication Number: US-2019186418-A1

Title: Multi-Hybrid Aircraft Engine

Description:
RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application No. 62/380,703 filed Aug. 29, 2016, which is herein incorporated by reference. 
    
    
     TECHNICAL FIELD 
     The present disclosure relates generally to the field of aircraft engines and, in particular, to a hybrid aircraft engines powered by an external power source such as combustion engine, an electric motor, a compressed air, and/or man power. 
     BACKGROUND OF THE INVENTION 
     The disclosure set forth herein relates to an arrangement comprising a speed regulator, a primary compressor and a multiplier comprising a rotatable drive block, a rotatable driven block, a swash plate, and driven block pistons in which; the primary compressor, when driven by an external power source compresses air to the multiplier through the speed regulator. The compressed air when allowed to flow through the multiplier drives the rotatable drive block that is mechanically connected to the rotatable driven block configured for pumping compressible fluid to the speed regulator via the swash plate and the driven block pistons. The compressible fluid, when pumped by the driven block pistons merges with the compressible fluid pump by the primary compressor resulting in an increase of fluid flow through the rotatable drive block of the multiplier. The multiplier further comprises one or more sets of planetary gears and a front fan that are mechanically in connection with one or more shafts that drive the driven block. 
     The configuration of the multi-hybrid aircraft engine comprises an integration of turbojet engines. In other words, one or more components of the multi-hybrid aircraft engine may be integrated to work with one or more components of turbojet engines and/or turbojet engines may be configured using the working principle of the multi-hybrid aircraft engine. 
     One or more components of the multi-hybrid aircraft engine may be configured to function as a compressor and/or motor for driving an external device. 
     Most conventional hybrid aircraft engines, particularly, those powered by electric motors that are driven by one or more batteries that are charged by an internal combustion engine, involve far less thrust, which is the reason electric planes tend to be slow. Electrical powered planes are generally slow, which is why it is challenging to fly hundreds of passengers at a time. 
     One of the biggest challenges of electrical powered planes is battery technology, specifically a battery&#39;s specific energy, or the limited amount of energy it can store for a given amount of weight. This limitation greatly poses challenging complications in the use of one or more electric motors for powering a plane. 
     SUMMARY OF THE INVENTION 
     With the present invention, it is intended to create an aircraft engine that overcomes the shortcomings of known arts, such as those mentioned above. 
     The disclosure set forth herein relates to an arrangement comprising a speed regulator, a primary compressor and a multiplier, in which the primary compressor, when driven by an external power source may pump compressible fluid from the primary compressor to the speed regulator through the primary compressor outlet for delivering compressible fluid to the multiplier. The primary compressor comprises a swash plate that may be used to translate the motion of a rotating shaft into reciprocating motion of one or more compressor pistons. 
     The speed regulator comprises a plurality of inlets/outlets and one or more moveable parts. The speed regulator includes two moveable parts that are configured to move back and forth within chambers in the speed regulator. The speed regulator may be configured to receive fluid from the primary compressor and the multiplier and delivers the fluid to the multiplier. 
     The multiplier comprises a drive block, one or more drive block pistons, a swash plate, a driven block, one or more driven block pistons, and primary shafts. The drive block may be configured to receive compressible fluid from the speed regulator and translate the energy provided by the flow of the compressible fluid to rotational energy of the drive block via the swash plate. The primary shafts may be connected to the drive block and the driven block for transferring the rotational energy of the drive block to the driven block for compressing of compressible fluid to the speed regulator. 
     The utility of the multi-hybrid aircraft engine may be based, at least in part, on the size differences of the compressor pistons, the drive block pistons, and the driven block pistons. In some embodiments, the drive block pistons are larger (e.g., wider in diameter) than the compressor pistons, which are larger than the driven block pistons. Because the compressor pistons are smaller than the drive block pistons, the input torque required to drive the primary compressor may be relatively low. Further, due to the relatively large size of the drive block pistons relative to the driven block pistons, the drive block may produce a relatively large drive force relative to the drive force of the driven block. The differences in size between the compressor pistons, the drive block pistons, and the driven block pistons may provide advantages resulting from the application of Pascal&#39;s principle. These advantages and the configuration of the multi-hybrid aircraft engine make it possible for a single primary compressor to drive one or more multipliers with very little input torque and speeds. Moreover, the size differences between the compressor pistons, the driven block pistons, the drive block pistons, and the configuration may depend on design requirements. 
     Accordingly, a multi-hybrid aircraft engine is provided comprising a primary compressor, a speed regulator, a multiplier comprising a drive block, one or more drive block pistons, a swash plate, a driven block, one or more valves, one or more driven block pistons; a gearbox, front fan, and a housing in which the multiplier and the gearbox are housed. 
     The primary compressor may be driven by means of an external power source (e.g., an electric motor, an internal combustion engine, or man power) for pumping compressed air into the speed regulator for proper control of the compressed air though the drive block. The compressed air from the speed regulator received by the drive block may drive one or more drive block pistons to convert their translational motion to a rotational motion via the swash plate. The rotation of the drive block pistons results in the rotation of the drive block. The primary shafts may be connected to the drive block and the driven block for transferring of rotational energy of the drive block to the driven block thus, allowing the driven block to be driven by the drive block. 
     The rotating driven block may drive one or more driven block pistons that are designed to translate within chambers of the driven block as they are carried around on piston tracks of the swash plate. The translating pistons draw compressible fluid from inlet passages of the valves into the driven block, compress the compressible fluid and discharge it to the speed regulator. The compressed air from the driven block merges with the compressed air from the primary compressor, thereby, increasing the flow of compressed air through the drive block. The increased flow of compressed air through the drive block further increases the rotational energy of the drive block over time. 
     In accordance with another aspect of the invention, a multi-hybrid aircraft engine is provided comprising a compressed air tank containing compressed air, a speed regulator, a multiplier comprising a drive block, one or more drive block pistons, a swash plate, a driven block, one or more driven block pistons; a gearbox, and a housing in which the multiplier and the gearbox are housed. 
     The compressed air from the compressed air tank may be allowed to flow through the speed regulator and then to the drive block to drive the drive block pistons so that the motion of the drive block pistons causes the drive block to be rotated. The rotational energy of the drive block may be transferred to the driven block via the primary shafts connected to the drive block and driven block to allow the driven block to drive the driven block pistons. The driven block pistons are coupled to the swash plate configured to convert the rotational motion of the driven block pistons to translational motion, thus, permitting the driven block pistons to slide in and out of chambers within the driven block. 
     The multiplier further comprises a set of insertable seals and valves with inlet and outlet passages for receiving and ejecting compressible fluid. The set of insertable seals are designed to permit the flow of both compressible and non-compressible fluid through desired passages of the valves and the driven block/drive block and also for preventing the mixing of compressible fluid with non-compressible fluid. 
     In accordance with still another aspect of the invention, a multi-hybrid aircraft engine is provided in which an aircraft runs on compressed air and an internal combustion engine, wherein the compressed air drives the multiplier. At lower pressures of compressed air in the compressed air tank the internal combustion engine may be engaged to drive a primary compressor, providing pressure to drive a drive block that drives a driven block via primary shafts. Compressed air leaving the drive block may be directed and stored in the compressed air tank. At higher pressure the internal combustion engine may be disengaged, allowing the aircraft to run on compressed air. 
     In accordance with another aspect of the invention, a multi-hybrid aircraft engine is provided wherein the primary compressor and the multiplier serve as a compressor and/or a compressor motor for providing compressed air to a conventional aircraft or other sources and/or for driving external devices. 
     According to another aspect of the invention, a multi-hybrid aircraft engine is provided comprising a primary compressor, a speed regulator, a multiplier comprising a drive block and a driven block, a gearbox, an axial compressor, set of planetary gears, an output shaft, a front fan, and a combustion chamber. The front fan, the gearbox, the driven block, the drive block, the set of planetary gears, and the axial compressor are connected to the output shafts so that they are driven by the output shafts. The multiplier seats in between the gearbox that drives the front fan and the axial compressor so that the driven block of the multiplier drives one or more sets of planetary gears in the gearbox and the drive block of the multiplier drives the axial compressor. When in operation, compressed air from the primary compressor drives the drive block by passing through the speed regulator and the motion of the drive block drives the output shaft that is connected to the axial compressor thereby, causing compressed air to enter the combustion chamber where it combusts with fuel for additional thrust. Some compressed air from the axial compressor may bypass the combustion chamber and be used for afterburner effect. The multi-hybrid aircraft engine of the present invention has no turbine. Thus, all energy produced by the combustion is used as thrust. 
     The output shafts driven by the drive block drives the driven block to provide the drive block an increase of speed as compressed air from the driven block merges with the compressed air from the primary compressor. The increased rotational speed of the drive block results in an increased rotational speed of the output shafts that drive the front fan and the axial compressor. 
     Furthermore, a multi-hybrid aircraft engine herein referred to as a multi-hybrid turbojet engine is provided comprising a primary compressor, a secondary compressor, a turbine, an output shaft, a compression chamber, sets of planetary gears, a combustion compressor, and a combustion chamber. The secondary compressor and the turbine are displaced within an inner casing set within another casing linking to the combustion compressor. The compression chamber is positioned between the secondary compressor and the turbine with the inner casing forming an enclosure that is intended to cause compressed air from the primary compressor to escape the compression chamber through the turbine. The primary compressor may be positioned in any location within the aircraft and may be powered by an external power source to compress compressible fluid into the compression chamber. The compressible fluid when compressed into the compression chamber drives the turbine to power the output shaft that is connected to the secondary compressor and the sets of planetary gears that drive the combustion compressor. The combustion compressor when in motion compresses air to the combustion chamber for combustion and provides an extra boost to the multi-hybrid turbojet engine. 
     The advantages of multi-hybrid aircraft engines and multi-hybrid turbojet engines include a higher fuel efficiency and extended battery life that results from configurations that provide torques and speeds multiplications. In other words, conversely to conventional configurations that include a drive system in which an electric motor and/or an internal combustion engine is/are coupled directly to the propeller, the present disclosure provides a drive system in which the electric motor and/or the internal combustion engine drive a compressor (primary compressor) that compresses air to another unit of the engine so that torque and speeds are multiplied creating more thrust than known hybrid aircraft engines. In addition, a multi-hybrid aircraft engines/multi-hybrid turbojet engines can efficiently run on compressed air. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The written disclosure herein describes illustrative embodiments that are nonlimiting and non-exhaustive. Reference is made to certain of such illustrative embodiments that are depicted in the figures, in which: 
         FIG. 1  is a perspective view of a primary compressor of a multi-hybrid aircraft engine. 
         FIG. 2  is a cross-sectional view taken along the line  2 - 2  in  FIG. 1 . 
         FIG. 3  is a perspective view of a cartridge block, a separator, and components of valves of the primary compressor of  FIG. 2 . 
         FIG. 4  is an exploded view of components of the valves of  FIG. 3 . 
         FIG. 5  is a perspective exploded view of addition components of the valve and a cartridge of  FIG. 3 . 
         FIG. 6  is a perspective view of a half cut cartridge block of  FIG. 2 . 
         FIG. 7  is a perspective view of a half cut power shaft, a half cut swash plate, and compressor pistons of  FIG. 2 . 
         FIG. 8  is a perspective view of a swash plate of  FIG. 2 . 
         FIG. 9  is a perspective view of a swash plate retainer of  FIG. 2 . 
         FIG. 10  is a front view of a speed regulator. 
         FIG. 11  is a cross-sectional view taken along the line  11 - 11  in  FIG. 10 . 
         FIG. 12  is an exploded perspective view of the speed regulation of  FIG. 10 . 
         FIG. 13  is a perspective view of a multi-hybrid aircraft engine. 
         FIG. 14  is a perspective view of connectors and a third housing of the multi-hybrid aircraft engine of  FIG. 13 . 
         FIG. 15  is a perspective view of a half cut third housing of  FIG. 14 . 
         FIG. 16  is an isometric view of housings of the multi-hybrid aircraft engine of  FIG. 13 . 
         FIG. 17  is a side view of the multi-hybrid aircraft engine of  FIG. 13 , with the casings omitted. 
         FIG. 18  is a top view of the multi-hybrid aircraft engine of  FIG. 13 , with the casings omitted. 
         FIG. 19  is a cross-sectional view taken along the line  19 - 19  in  FIG. 18  and rotated 180 degree. 
         FIG. 20  is a perspective view showing the order of arrangement of a block retainer, a drive block, a set of seal, a valve retainer, and a drive block valve of the multi-hybrid aircraft engine of  FIG. 13 . 
         FIG. 21  is a perspective view of the block retainer of  FIG. 20 . 
         FIG. 22  is a perspective view of the drive block of  FIG. 20 . 
         FIG. 23  is a perspective view of the set of seal of  FIG. 20 . 
         FIG. 24  is a perspective view of the valve retainer of  FIG. 20 . 
         FIG. 25  is a perspective view of the drive block valve of  FIG. 20 . 
         FIG. 26  is a perspective view showing the order of arrangement of a driven block valve, a valve retainer, a set of seal, a driven block, and a driven block retainer of the multi-hybrid aircraft engine of  FIG. 13 . 
         FIG. 27  is a perspective view of the driven block valve of  FIG. 26 . 
         FIG. 28  is a perspective view of the valve retainer of  FIG. 26 . 
         FIG. 29  is a perspective view of the set of seal of  FIG. 26 . 
         FIG. 30  is a perspective view of the driven block of  FIG. 26 . 
         FIG. 31  is a perspective view of the block retainer of  FIG. 26 . 
         FIG. 32  is a front view of the set of seal, the valve retainer, and the drive block valve of  FIG. 20 . 
         FIG. 33  is a perspective view of the drive block valve of  FIG. 32 . 
         FIG. 34  is a front view of the valve retainer of  FIG. 32 . 
         FIG. 35  is a front view of the inner seal of the set of seal of  FIG. 32 . 
         FIG. 36  is a front view of the outer seal of the set of seal of  FIG. 32 . 
         FIG. 37  is a side view showing a connection of the drive block, a set of seal, and valve retainer of  FIG. 20 . 
         FIG. 38  is a cross-sectional view taken along the line  38 - 38  in  FIG. 37 . 
         FIG. 39  is a front view of a connection of a fifth housing and a swash plate of the multi-hybrid aircraft engine of  FIG. 13 . 
         FIG. 40  is a cross-sectional view taken along the line  40 - 40  in  FIG. 39 . 
         FIG. 41  is a perspective view of the fifth housing, the swash plate, a drive piston, and a driven piston of  FIG. 40 . 
         FIG. 42  is a schematic diagram illustrating the working principle of the multi-hybrid aircraft engine. 
         FIG. 43  is a schematic diagram illustrating the working principle of the multi-hybrid aircraft engine components configured to function as a compressor and/or a drive system. 
         FIG. 44  is a schematic diagram showing an integration of multi-hybrid aircraft engine with turbojet engine. 
         FIG. 45  is a perspective view of a modified valve retainer of the multi-hybrid aircraft engine of  FIG. 13 . 
         FIG. 46  is another perspective view of the valve retainer of  FIG. 45 . 
         FIG. 47  is a perspective view of an alternative seal of the multi-hybrid aircraft engine of  FIG. 13 . 
         FIG. 48  is another perspective view of the seal of  FIG. 47 . 
         FIG. 49  is a perspective view of a modified drive block of the multi-hybrid aircraft engine of  FIG. 13 . 
         FIG. 50  is a schematic diagram illustrating a configuration of turbojet components in which the working principle of the multi-hybrid aircraft engine of  FIG. 44  is applied. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The multi-hybrid aircraft engine above is described in further detail below in connection with exemplary embodiments of the invention depicted in the accompanying drawings. 
     The primary compressor  1  as shown in  FIGS. 1-9  has a power shaft  2  extending though a bearing support  18 , a tapered roller bearing  14  and  17 , a hallow rod  16 , and a snap ring  15 . The power shaft  2  may also go through an oil seal  13  seated in a front covering  3  that is coupled to a compressor housing  4  with bolts  20 . The bearing support  18  may be connected to the front covering  3  and held together with bolts  19 . The hallow rod  16  ensures that the tapered roller bearings  14  and  17  maintain their positions and the snap ring  15  may prevent the power shaft  2  from moving back and forth. The power shaft  2  may be coupled to a swash plate  21  with bolt  131  as shown in  FIG. 8 . The swash plate  21  has tracks  22  and  130 , see  FIG. 7 , for mounting compressor pistons  23 , and a swash plate retainer  24  coupled to swash plate  21  with bolts  25 . The coupling of swash plate retainer  24  to the swash plate  21  may provide a support and track  130  for the compressor pistons  23  so that they experience translational motions while in their cartridges  32 . The bolts  25  pass through holes  133  and engage threaded holes  132  of the swash plate  21 . 
     With hydraulic seals fixed at the other end of compressor pistons  23 , the compressor pistons  23  may be inserted into their cartridges  32 . (Because the primary compressor  1  may be designed to run as low as one revolution per second throughout the operation time, a hydraulic sealing system may be the most suitable, for maximum compression at low speed. However, other sealing system e.g., compression rings, may be used). Each of the cartridges  32  may have a valve housing  117 . A space  36  is provided inside each cartridge  32  so that the compressor pistons  23  do not touch the valve housing  117 . This space  36  also permits easy movement of the compressor pistons  23 . Each of the valve housings  117  may have an inlet valve  121  and an outlet valve  120 . The inlet valves  121  may be inserted into the valve housings  117  from the right side of the view, as shown in  FIG. 4 , so that the large end part of it may lap in the valve housing  117  to seal it up when the inlet valve  121  is in closed position or when the compressor pistons  23  start moving toward the valve housing  117 . A spring  122  may be inserted into the valve housing  117  for returning the inlet valve  121  to a closed state once the compressor pistons  23  start moving toward the valve housing  117 . 
     A spring support  123  and a lock  124  (bolt) may be connected to the inlet valve  121 . The lock  124  may prevent the inlet valve  121  from moving completely away from the valve housing  117  when a vacuum is created as the compressor pistons move away from the valve housing  117 . The springs  122  may provide a proper sealing of inlet valves  121 . The inlet valves  121  are hallow but not all through. This allow valve supports  125  to go through the inlet valves  121  to restrict undesirable movements of the inlet valves  121  as they move in and out of valve housings  36 . The locks  124 , the spring supports  123  and the inlet valves  121  slide in chambers  38 , as can be seen in  FIG. 3 . Outlet valves  120  may rest in a valve supports  118  with springs  119  placed between them. The outlet valves  120 , the springs  119 , and the valve supports  118  may be rest in the outlet chambers  39 . The outlet valves  120  may be designed to allow compressible fluid in the cartridges  32  to flow through an exit passage  35  of a back covering  5 , see  FIG. 2 , and then leave the compressor through an outlet(s)  8 . With the inlet valves  121  and their supporting components, the locks  124 , the spring supports  123 , the springs  122 , and the valve supports  125  in their chambers  38  and the outlet valves  120  and their supporting components, the springs  119 , and valve supports  118  in their chambers  39 , valve housings  117  with threaded part  37  may be fastened to their cartridges  32  and may be supported with valve caps  115  and bolts  127 . The valve supports  125  may be inserted into the valve housings  117  through a hole  111  and the valve supports  118  may be inserted into the valve housings  117  through a hole  112 . The cartridges  32  may be fastened to a cartridge block  33  and a separator  26  that may be mounted in compressor housing  4 . The cartridges  32  have threaded parts  31  that mate with cartridge block threaded parts  129  and the separator  26 . A seal  27  may be placed between the separator  26  and the compressor housing  4  and held together with bolts  29 . A seal  34  may be placed between the cartridge block  33  and the compressor housing  4 , with a back covering  5  connected to the cartridge block  33  and both coupled to the compressor housing  4  with bolts  6 . The cartridge block  33  and the separator  26  may have a space between them. The space between them is an air chamber  30  through which compressible fluid entering the air chamber  30  through inlet  9  may travel through air passages  113 , a connecting port  114  held to the cartridge block  33  with bolts  126 , and a pipe  116  and head for the inlet chambers  38  of the valve housing  117  where the inlet valves  121  and their supporting components are located. Once compressible fluid enters the cartridges  32  through the inlet chambers  38 , it may be compressed by the compressor pistons  23  to leave the cartridges through the outlet chambers  39 , where the outlet valves  120  and their supporting components are located, to be discharged to the back covering through a hole  128  as shown in  FIG. 6 . The back covering  5  may have one or more outlets  8  through which compressible fluid may leave the primary compressor  1  and head for the speed regulator (or speed regulators, in the case where a single primary compressor  1  is designed to power more than one multipliers). The compressor housing  4  has two stands with threaded openings  7  and  10  for mounting the primary compressor at a fixed position. The primary compressor also has an inlet  12  for receiving lubricant and an outlet  11  for delivering of lubricant to a multiplier. 
     As can be seen in  FIGS. 10-12 , the speed regulator  167  comprises a housing  166 , a covering  164 , and a seal  183  that may be placed between the housing  166  and the covering  164  and all held together with bolts  184 . Compressible fluid from the primary compressor may flow into the speed regulator  167  through inlet  169  to a first region comprising a control valve  176 , a spring  185 , a seal  171 , a piston  175  and a cap  174  that may be fastened to the housing  166 . The seal  171  may be placed in the piston chamber and the piston  175  inserted into its chamber. The control valve  176  may be inserted into the housing and spring  185  may be placed between the housing wall and the control valve  176  so that when the piston  175  is fastened to control valve  176 , one end of the spring  185  may rest on the control valve  176  and the other end rest on the housing wall. The control valve  176  may be opened by pulling the piston  175  away from the speed regulator  167 . Once the control valve  176  is opened, compressible fluid flowing into the speed regulator  167  may pass through outlet  178  to head for the multiplier. At higher pressure, some fluid may pass through a fluid passage  179  to enter a second region which comprises a bypass valve  180 , a spring  182 , a seal  172 , a cap  173 , and a piston  165 . The bypass valve  180  may go through the spring  182  and about half way through the piston  165 . The bypass valve  180  may be positioned in a fluid passage to control the flow of pressurized fluid from the first region. The seal  172  may be mounted in a piston chamber and the piston  165  inserted into its chamber for controlling pressurized fluid. The bypass valve  180  which is placed in the piston  165  enables one end of the spring  182  to seat on the bypass valve  180  and the other end to seat on the piston  165 . In this way compressible fluid entering the second region may have to compress the spring  182  by pushing the bypass valve  180  toward the piston  165 . Compressible fluid in the second region may leave the region through a passage  181  and an outlet  168  to be discharged to the surrounding. 
       FIGS. 13-19 , provides a multi-hybrid aircraft engine main body comprising a plurality of housings  74 ,  98 ,  187 ,  61 , and  48 , and a plurality of coverings,  97 ,  69 ,  188 , and  90 . As can be seen in  FIG. 19 , the first covering  97  may be attached to a bearing chamber  96  with bolts  107 . A seal may be placed between the first covering  97  and the bearing chamber  96 . The bearing chamber  96  may have casing supports  152  attached to it, see  FIG. 16 . The casing supports  152  attached to the bearing chamber  96  may be welded or connected to the first housing  74  and held together with bolts. Casing supports  153  may be attached to the first housing  74  and the opposite ends coupled to an inner casing  135  with bolts, see  FIG. 13 . The inner first casing  135  may have casing supports  136  for holding the upper casing  134  (front fan case). An inner second casing  138  having handles  137  for suspending the engine may be connected to the inner first casing  135 . 
     As can be seen in  FIGS. 16-19 , the first housing  74  may be connected to the second housing  98  and held together with bolts  157 . The first housing  74  may have casing supports  153  welded to stands  151  and another casing supports  154  welded to stands  156  and the stands  151  and  156  attached to the first housing  74 . The second housing  98  may have an outlet  196  and casing supports  158  coupled to casing stands  155  and the stands  155  attached to it. The second housing  98  may be connected to the second covering  188  and held together with bolts  95 . The third covering  69  may be coupled to the second covering  188  with bolts  94 . A seal  110  may be placed between the third covering  69  and the second covering  188 . The second covering  188  may be inserted into the third housing  187  and held together with bolts  100 . The third housing  187  is a gearbox which comprises one or more sets of planetary gears  63 , bearings, and oil seals. Each bearing and oil seal is mounted in second covering  188  and a fourth covering  90 . The fourth covering  90  may be placed between the third housing  187  and the fourth housing  61  and coupled together with bolts  161 . As shown in  FIG. 16 , the forth housing  61  may have an air inlet  146  and casing supports  144  attached to it and held in place with bolts  143 . 
     As can be seen in  FIGS. 13-15 , shields  140  may be connected to casing  139  with bolts  141 . The casing  139  may have a plurality of connector(s)  190 ,  92 ,  91 ,  64 , and  189 , attached to it. Each of the connectors may allow incoming or outgoing compressible or noncompressible fluid to pass through it. For example, a hose/pipe  191  from an air chamber and its support may be connected to connector  190  with bolts  192  and with another hose/pipe  197  from air inlet  146  and its support may be connected below it (connector  190 ) with bolts  198 . This allows fluid to travel from an air chamber to air inlet  146  through connector  190 . This is the case for connectors  92 ,  91 ,  64 , and  189 . For example, as shown in  FIG. 18 , lubricant may pass through a pipe  93  and through connector  92  to flow into the multiplier through inlets  88  and  44 . The connectors may be protected with shields  140  that may be coupled to casing  139  with bolts  141 . As depicted in  FIGS. 16-17 , the fourth housing  61  may be connected to a fifth housing  48  and held together with bolts  87  and a nozzle  76  coupled at the opposite side of the fifth housing  48  with bolts  45 . The fifth housing  48  provides handles  145  for hanging the machine in its place. 
     In connection with the above disclosure, when the speed regulator control valve  176  is in the open state, compressible fluid leaves the speed regulator through outlet  178  to the drive block valve  46  through a pipe  184  and an inlet  147 . As shown in  FIG. 19 , the compressible fluid may flow through an inlet passage to the drive block  77 . The energy of the compressible fluid entering the drive block  77  may cause the drive block pistons  40  to shoot out of the drive block  77 . An inclined surface of a swash plate  52  converts the translational motion of the drive block pistons  40  to a rotational motion which may result in the rotation of the drive block  77 . The rotation of the drive block  77  and the drive block pistons  40  may cause compressible fluid entering the drive block  77  from inlet passage to leave the drive block  77  to the drive block valve  46  through outlet passage and discharged to the surrounding through the nozzle  76 . 
     A first primary shaft  78  may be meshed to the drive block  77  with a second primary shaft  41  inserted in the other end of the first primary shaft  78 . The other end of the second primary shaft  41  may be splined to a driven block  57  so that the drive block  77  drives the driven block  57 . Both the first primary shaft  78  and the second primary shaft  41  may go through a swash plate  52  mounted inside the wall of the fifth housing  48  with bolts  51 . The swash plate  52  houses an M-bearing chamber  42  with openings  53  and  50  at each end for ball bearings to seat in. When a ball bearing is mounted in the swash plate  52  and the M-bearing chamber  42  is inserted into the swash plate  52 , the swash plate  52  provides a support for the bearing in the swash plate  52  and the other end of the M-bearing chamber  42  is locked with a support or snap ring that seats in the swash plate  52 . The support or snap ring prevents a ball bearing from falling off from its chamber  50  while the primary shafts  78  and  41  rotate and share the load on the rotating drive block  77  and the rotating driven block  57 . 
     In this way the rotating drive block  77  drives the primary shafts  78  and  41  which are connected to it and the motion of the drive block  77  may drive the driven block  57 . As the driven block  57  rotates, the driven block pistons  54  which are inserted into the driven block  57  are caused to translate as they move on a track on the swash plate  52  while in rotational motion with the driven block  57 . The rotational and translational motion of the driven block pistons  54  may cause compressible fluid to enter the driven block valve  60  air inlet  146  and then to the driven block  57 . The compressible fluid entering the driven block  57  goes in from an inlet passage and leaves through an outlet passage that leads it to the speed regulator from driven block valve outlet  160  through speed regulator inlet  170 . The compressible fluid entering the speed regulator through inlet  170  may flow through a cooling system where the temperature of the compressible fluid is reduced. The compressible fluid entering the speed regulator may merge with the compressible fluid entering the speed regulator from the primary compressor  1  through speed regulator inlet  169  and head for the drive block  77 . In this manner, compressible fluid pumped by the driven block  57  may be delivered to the drive block  77 , thereby increasing fluid flow through the drive block  77 . The process described above may be repeated any number of times. Over time, the amount of fluid from the driven block  46  that merges with fluid pumped by the primary compressor  1  may increase. This, in turn, may increase the flow rate of compressible fluid through the drive block  77 , thereby increasing the rotational speed of the drive block  77 . This increased speed may increase the rotational speed of the primary shafts over time. 
     As can be seen in  FIGS. 18 and 19 , a main shaft  105  may be coupled to a set of planetary gears  63  by going through a bearing and a seal fixed in the second covering  188 , and through a third covering  69  and a seal  110  positioned between the second covering  188  and the third covering  69 . The seal  110  may be positioned in its place to ensure that compressible fluid flowing into the first housing  74  and the second housing  98  does not leave the system through gaps between the second covering  188  and the third covering  69 . The main shaft  105  may also pass through a primary filter  73 , an oil seal, and a tapered roller bearing  72  positioned in the bearing chamber  96 . A tapered roller bearing  106  and an oil seal may be placed in the first covering  97  and the first covering  97  may be coupled to the bearing chamber  96  with a surface seal in between them and held together with bolts  107  while allowing the main shaft  105  pass through the tapered roller bearing  72  and the oil seal in the bearing chamber  96 . Once the first covering  97  and the bearing chamber  96  are connected, a protruded part  162  of the main shaft  105  prevents the main shaft  105  from moving in and out of its place. The bearing chamber may also have an oil inlet  108  and an oil outlet  104 . The primary filter  73  may be connected to the first housing  74  and held together with bolts  75 . The primary filter prevents materials heavier that air from entering the first housing  74 . A fan rotor with fan vans  186  may be mounted on the main shaft  105 . The fan rotor may be seated on the main shaft splines to restrict unwanted movement of the fan rotor. The fan rotor may be held in place with bolts. A spinning rear cone  149  may be connected to the fan rotor with bolts  150 . 
     The drive block valve  46  and a valve retainer  80  may be coupled and positioned between the nozzle  76  and the fifth housing  48  and held together with bolts  45 . The fifth housing  48  provides an edge where the valve retainer  8  seats and also restricts its movements. The nozzle  76  has an edge that supports the drive block valve  86  and keeps the drive block valve  46  and the valve retainer  80  in fixed position when connected to the fifth housing  48  with bolts  45 . The drive block valve  46  provides housing  79  for a roller bearing. The drive block valve  46  has inlet/outlet passages. The outlet passage of the drive block valve  46  has an opening that went all through the drive block valve  46  whereas the inlet passage opening went through half way and has a port, inlet  147 , through which compressible fluid may flow into the drive block valve  46 . A set of seals  81  and  82 / 43  (insertable seals) may seat in the valve retainer  80 . The drive block  77  seats in the set of insertable seals  81  and  82 / 43 . 
     The drive block  77  seated in the insertable seals  81  and  82 / 43  may be coupled to a drive block retainer  85  and held in place with bolts  84 . Some lubricant from the primary compressor  1  may flow into the drive block  77  through inlet  44  to lubricate drive block pistons  40  by passing through cavities created on the contact surfaces between the drive block  77  and drive block retainer  85 . The drive block pistons  40  are designed so that lubricant may pass through them to lubricate the contacts between the drive block pistons  40  and the swash plate  52  and then to fill the multiplier. In other words, the drive block pistons  40  are hollowed so that lubricant from the drive block  77  goes through them and discharges into the multiplier. 
     The driven block pistons  54  may be placed on their track and a swash plate retainer  86  may be coupled to the swash plate  52  with bolts to keep the driven block piston  54  heads on their track. The driven block piston  54  heads have a ball like shapes with the sides cut to allow easy coupling and free movement on their tracks. The other end part of the driven block pistons  54  with their rings in them may be inserted into both driven block retainer  55  and driven block  57 . The driven block retainer  55  may be connected to the driven block  57  and held together with bolts  47 . The driven block  57  may be connected to a set of insertable seals. The set of insertable seals may be seated in a valve retainer  58 . The connections of the insertable seals to the driven block  57  and the valve retainer  58  is analogous to the coupling described in connection with the drive block  77  and the valve retainer  80 . The valve retainer  58  may be coupled to a driven block valve  60  with bolts  67 . A roller bearing may be mounted in an element  89 . The valve retainer  58  may be positioned between fourth housing  61  and fifth housing  48  and held together with bolts  87  so that the valve retainer  58  maintains a fixed position. 
     The driven block valve  60  has an oil inlet through which lubricant may flow through and head for the driven block  57 . The flow of lubricant from oil inlet  88  into the multiplier is analogous to that described in connection with the flow of lubricant from oil inlet  44  to the multiplier. Compressible fluid may be drawn into the driven block  57  by driven block pistons  54  through the inlet passage of drive block valve and valve retainer, and be discharged through outlet  160 . The driven block  57  may have a shaft  68  that is attached to it, that may be coupled to a planetary gear gearbox  63 , connected to increase the speed of the main shaft  105 . The driven block shaft  68  may go through a bearing in an element  89 , a seal, and a roller bearing seated in the fourth covering  90 . 
     As can be seen in  FIG. 20 , a view is provided showing the order of arrangement of the first primary shaft  78 , the drive block retainer  85 , the drive block  77 , the set of insertable seals, the valve retainer  80 , and the drive block valve  46 . The drive block pistons are inserted into piston chamber B 1 . The drive block valve  46  receives lubricant into the multiplier through valve  44  and compressible fluid through valve  147 . 
     As can be seen in  FIGS. 21 and 22 , the primary shaft  78  passes through an opening  51  and splines with the drive block  77  at point S 2  and the drive block pistons  40  seat in piston chambers B 2 . The drive block retainer  85  is disconnected from the drive block  46  to provide a view of cavities for lubricant circulation through the drive block  77  and drive block retainer  85 . The lubricant from the drive block valve  46  may flow through an oil passage  83  of the drive block valve  46  and the valve retainer  80  as shown in  FIGS. 23-25 . The insertable seals  81  and  82  provide a space for lubricant to flow through from the valve retainer  80  to the drive block  77  and then be delivered to the drive block pistons  40  by flowing through cavities O 1 , O 2 , and O 3 . The lubricant further flows through cavity O 4  to lubricate the roller bearing mounted in housing  79 . The bolts  84  that hold the drive block retainer  85  to the drive block  77  engage with the drive block  77  at points A 1 . Insertable seals  82  and  43  are two in one seals connected to each other with sealing parts F 1  and F 2 . The sealing parts F 1  and F 2  ensure a sealing between the inlet passage P 1  and the outlet passage P 2 . 
     In some embodiments, as depicted in  FIGS. 26-31 , the arrangement of the driven block valve  60 , the valve retainer  58 , a set of insertable seals  199  is analogous to that described in  FIG. 23 . The driven block  57 , and the driven block valve  60  are arranged in such a way that compressible fluid from inlet valve  146  enters the driven block  57  by flowing through an air inlet passage P 3  of the driven block valve  60  and P 3  of the valve retainer  58  and exits the multiplier through P 4  and outlet valve  160  to head for the speed regulator  167 . Some lubricant may be received into the driven block from inlet valve  88 , oil passages U 1 , and U 2 , and then lubricate the driven block pistons  54  by flowing through cavities U 3 , U 4 , and U 5 . The lubricant may flow through the driven block pistons  54  and be discharged in the multiplier through holes on the driven block pistons  54  heads that are in contact with piston tracks of the swash plate  52  and swash plate retainer  86 . 
       FIG. 32  provides a front view of the drive block valve  46 , valve retainer  80 , and the set of insertable seals,  81 ,  82 , and  43 .  FIGS. 33-36  are a view of individual components of  FIG. 32 . The compressible fluid that enters the drive block  77  flows through inlet valve  147  and port P 5 , and then, through inlet passage P 1 . The insertable seal  81  seats in the valve retainer  80  at F 5  and seal  82 / 43  when inserted into the valve retainer  80  seats in the valve retainer  80  so that the seal part F 2  is positioned at point F 3  and the seal part F 1  is positioned at point F 4 . The valve retainer  80  provides protruded edges so when the insertable seals  81 ,  82 / 43  are inserted into the valve retainer  80  they seal properly. 
     As can be seen in  FIGS. 37 and 38 , the drive block  77  has extended parts  142 ,  99 ,  82   a , and  66  that may be inserted into insertable seals  81  and  82 / 43 . The part  99  is a bearer. It rotates on the surface of valve retainer  80  and prevents the drive block  77  from moving beyond its limit toward the valve retainer  80  and also helps the extended parts  142 ,  82   a , and  66  maintain their limits in their seals. Accordingly, the insertable seals  81  and  82  provide a sealing that allows lubricant (oil) to travel from drive block valve  46  and oil passage  83  toward the drive block  77  and also provide lubrication for the bearer  99  as it rotates on the surface of valve retainer  80 . The insertable seal  82 / 43  allows compressible fluid flowing into the inlet passage P 1  through inlet  147  to enter the drive block  77  and be ejected toward the outlet passage P 2 . For example, when compressible fluid that is under pressure enters the drive block valve  46 , it flows through the inlet passage P 1  toward the drive block  77 . The compressed fluid pushes drive block pistons  40  outward. They come in contact with an inclined surface of a swash plate  52  that causes them to slide around on the surface of the swash plate  52 . When fluid enters the drive block  77  through the inlet passage, it causes the pistons to slide around the inclined surface of the swash plate  52  in an upward direction. As the pistons slide around in an upward direction, each of them, one after the other reaches its peak where the fluid passage of the drive block  77  is sealed up by the seal part F 2 . Once it passes the seal part F 2 , compressed fluid in the drive block  77  is then discharged to the surrounding through the outlet passage P 2  of the valve retainer  80  and the drive block valve  46 . 
       FIG. 39  shows the front view of the swash plate  52  mounted in the fifth housing  48  and the swash plate retainer  86  held to the swash plate  52  with bolts  71 .  FIGS. 40 and 41  depict the swash plate  52 , the fifth housing  48 ; the swash plate retainer  86 , the drive block pistons  40 , and the driven block pistons  54  as they are connected to one another. The swash plate  52  has openings  51   a  in which one or more internally protruded parts of the fifth housing  48  are slotted into the swash plate  52  and held in place with bolts  51 . Lubricant from the driven block  57  may enter the driven block pistons  54  through oil openings  54   a , openings in the center of the driven block pistons  54 , and leaves the driven block pistons  54  from their spherical shape heads to lubricate the piston tracks  86   a  and  86   b . As can be seen in  FIG. 41 , one or more bolts  42   a  may lock the M-bearing chamber  42  to the swash plate  52 . 
     When the multi-hybrid aircraft engine is in operation as shown in  FIG. 42 , an external power source may drive the primary compressor  1 , causing compressible fluid to enter the primary compressor  1  from an outlet x 7  of an air chamber through inlet  9  of the primary compressor  1  and then expel the fluid through the primary compressor outlet  8  toward the speed regulator inlet  169 . The fluid entering the primary compressor  1  may be drawn from the surrounding through an air inlet. In some embodiments, fluid going through the inlet passes through a primary filter  73 , an outlet  196 , a coalescer inlet c 1 , and then to the air chamber c 6  from coalescer outlet c 3  through inlet c 4  a non-return valve of a filter coupled to the air chamber c 6 . In some embodiments, compressed air from a compressed air tank x 9  may be allowed to flow into the air chamber c 6  or through an airline x 6  to the speed regulator  167  through inlet  169  to directly drive the drive block  77 . The above mentioned components are there to ensure that the rate of contaminants entering the air chamber is reduced to the minimum. Fluid flowing in through the air inlet is first processed by the primary filter  73 ; it leaves the primary filter  73  through air outlet  196  and enters the coalescer c 5  where water is separated from compressible fluid that discharges to the air chamber c 6 . The water separated by the coalescer c 5  may be expelled to the surrounding through c 2  by an automated drainer. When the multi-hybrid aircraft engine is in operation, the control valve  176  of the speed regulator  167  may be opened, allowing compressible fluid to enter the drive block valve  46  from outlet  178  through inlet  147 . The compressible fluid entering the drive block valve  46  may exit to the surrounding as it drives the drive block  77 . The rotation of the drive block  77  may be transmitted to the driven block  57  through the primary shafts  78  and  41  that are coupled to the drive block  46  and the driven block  57 . The rotation of the driven block  57  causes compressible fluid to enter the driven block  57  from x 8  of the air chamber c 6  through inlet  146  and then be pumped toward the speed regulator  167  from driven block valve outlet  160  through inlet  170  of the speed regulator  167 . The compressible fluid entering the speed regulator  167  through inlet  170  passes through a cooling system e 1  where the temperature of the fluid may be dropped. The compressible fluid from the driven block  57  may merge with the compressible fluid from the primary compressor  1  thus, increasing the flow of compressible fluid toward the drive block  46 . The increase of flow of compressible fluid toward the drive block  46  may continue as long as fluid flow from the primary compressor  1  to the speed regulator is maintained. 
     The entire system of the multi-hybrid aircraft engine may be lubricated with lubricant which may be circulated by an oil pump c 7 . In some embodiments, the lubricant may be introduced to the oil reservoir x 5 . An external power source may drive the oil pump c 7 . Lubricant from the oil reservoir x 5  may enter the oil pump c 7  from outlet x 4  through inlet z 1  and then may be pumped to the primary compressor from outlet z 2  through primary compressor oil inlet  12 . In the case where lubricant is introduced to the primary compressor  1  the first time, air in the primary compressor may leave the primary compressor through the primary compressor oil outlet  11  until the desired space within is filled up. When filled, lubricant leaving the primary compressor may enter the multiplier  199  through inlets  44  and  88 . In some embodiments, lubricant may pass through the drive block  77  and the driven block  57  to fill up the space within the multiplier  199  where the swash plate and the pistons interact. Lubricant may enter the gearbox and the bearing chamber from outlets  49  and  56  through gearbox inlet/outlet  163  and bearing chamber inlet  109 , outlets  49  and  56 , gearbox inlet/outlet  163  and inlet  109  are in fluid communication; in other words, pipe  65  links the lubricant to each inlets and outlets. In some embodiments, fluid leaving the bearing chamber may pass through outlet  103 , a connector  102  and a pipe  101  to a cooling system c 8  through x 1  and to an oil filter from outlet x 2  through inlet x 3  before returning back to the oil reservoir x 5 . The volume of oil in the multiplier  199 , the gearbox, and the bearing chamber may depend on how far the bearing chamber outlet  103  pipe stretches down inside the bearing chamber  96 . In some embodiments, oil in the multiplier  199 , the gearbox  63 , the bearing chamber  96  and oil reservoir x 5  may be drained by detaching bearing chamber inlet  109  while the oil pump c 7  may be running. 
     According to another aspect of the multi-hybrid aircraft engine, a hydraulic axial piston compressor for compressing air is provided as can be seen in  FIG. 43 . A few changes will be made on the driven block valve  60  with present labelling  201 , and the drive block valve  46  with present labelling  162 . An inlet  206  is now positioned on the driven block valve  201  so that one end of the driven block inlet passage is closed. Similar to the driven block valve  201 , the drive block valve  162  has one end of the outlet passage P 2  closed so that an outlet  203  is created for directing compressed air through a pipe to a compressed air tank  205 . The multiplier housing (fifth housing  48 ) in this embodiment has an oil drain and an outlet for lubricant to pass through to head for the oil pump c 7 . 
     The primary compressor  1  may be driven by any suitable power source. Compressible fluid may be drawn from the surrounding to the primary compressor  1  from an outlet g 2  of a filter d 2  through inlet  9 . The primary compressor  1  may pump the compressible fluid toward the speed regulator  167  from valve  8  through inlet  169 . Some compressible fluid may be discharged to drive block valve  162  from outlet  178  through inlet  147 . At higher pressure, some compressible fluid entering the speed regulator  167  may leave the speed regulator through outlet  168  to the surrounding. The compressible fluid entering the drive block valve  162  through inlet  147  may drive the drive block  77  and leave the drive block valve  162  through outlet  203 . The drive block valve  162  provides housing for a ball bearing  202  to seat in to support the primary shaft. The fluid leaving the drive block valve outlet  203  may be directed to an engine to increase the air intake of the engine or to a compressed air tank  205 . The drive block  77  may drive primary shafts  78  and  41  coupled to it. 
     The primary shafts  78  and  41  may drive a driven block  57  that may drive driven block pistons  54  that may cause compressible fluid to enter the driven block valve  201  from outlet g 1  of the filter d 2  through inlet  206 . The driven block valve  201  has an element for a bearing  200  and a seal g 3 . The compressible fluid entering the driven block valve  201  may be collected by the driven block pistons  54  and be ejected to the speed regulator  167  from outlet  160  through inlet  170 . The fluid entering the speed regulator  167  through inlet  170  may pass through a cooling system d 1  so that the temperature of the fluid may be lowered. The compressible fluid entering the speed regulator  167  from inlet  169  and inlet  170  may merge, thereby, resulting in an increase of compressible fluid flow rate. This increases the rotation of the drive block  77  and the primary shafts  78  and  41  which in turn increase the rotational speed of the driven block  57  and fluid flow from the driven block  57  to the speed regulator  167 . Insofar as the primary compressor  1  is driven by an external power source, the speed of the output shaft of the driven block  57  will increase and the rate of air flow from outlet  203  to the engine or compressed air tank  205  will increase over time. In the case where the air from outlet  203  is directed to the engine it may pass through a cooling system and a relief valve. The relief valve may be set to allow enough air that permits combustion and cleaner burning of fuel as the engine may be set to maintain a steady speed throughout operation time. In some embodiments, compressible fluid leaving the drive block valve  46  through outlet  203  may be compressed into a compressed air tank  205 . The compressed air in the compressed air tank  205  may be allowed into the speed regulator  167  from outlet  204  through inlet  169  to drive the drive block  77 . 
     The entire system of the hydraulic axial piston compressor of  FIG. 43  may be lubricated in this fashion; an oil pump c 7  driven by an external power source may cause lubricant to be drawn from an oil reservoir disposed with the main body of the multiplier  199  to the oil pump through z 1 . The lubricant may leave the oil pump to the primary compressor  1  from outlet z 2  through inlet  12  and may be pumped back to the multiplier  199  from outlet  11  through inlet  44  and  88 . In some embodiments, the lubricant leaving the oil reservoir may pass through a cooling system and a filter before it is received by the oil pump c 7 . 
     In accordance with another aspect of the multi-hybrid aircraft engine, as depicted in  FIG. 44 , an integration of any suitable turbo engines (jet engine) may be made, allowing for functionality of the multi-hybrid aircraft engine as a jet engine powered by compressed air, an external power source, and/or jet fuel. In some embodiments, special attention may be given to turbojet engines, turbofan engines, and/or turboprop engines as engines with potentials to be integrated. A few changes on some components of multi-hybrid aircraft engine and of turbo engine may be made and a detailed description given hereafter. However, like features of multi-hybrid aircraft engine of  FIG. 44  are designated with like reference numerals described above, therefore, relevant disclosure set forth above regarding similarly identified features may not be repeated hereafter. Moreover, specific features of multi-hybrid aircraft engine and related components shown in other figures may not be shown or identified by a reference numeral in the drawings or specifically discussed in the written description associated with  FIG. 44 . However, such features may clearly be the same as features showed in other embodiments and/or described with respect to such embodiments. 
     The phrase “turbo engine” is broad enough to refer to any suitable jet engine (e.g., turbojet engine, turbofan engine, turboprop engine, and/or any other suitable known jet engine). 
     As can be seen in  FIG. 44 , the drive block valve  215  has an element  214  for a bearing and a seal to seat in and an opening for a shaft to go through to drive set of planetary gears in a gearbox  209  for increasing the speed of a compressor  211 . The shaft that drives the compressor may be an extended part of drive block  77  as in the case of driven block  57 . The drive block shaft may drive a set of planetary gears in the gearbox  209  and the set of planetary gears in the gearbox  209  may drive the compressor  211 . Any suitable combustion chambers  212  may be used for combusting compressed air from the compressor  211  and the afterburner exhaust  213  may be used for thrust increment. The combustion chamber  212  may serve for the purpose of ignition so that compressed air from the compressor  211  that bypasses the combustion chamber  212  mixes with fuel sprayed to produce an afterburner condition. In some embodiments, a turbine may not be needed therefore; higher compression and fuel ejection to the combustion chambers  212  and afterburner exhaust  213  may only result in a higher generation of thrust. In some embodiments, the drive block valve  215  provides an outlet valve  208  for compressing air into compressed air tank a 6 . The compressed air in the compressed air tank a 6  serves as a power source for the multi-hybrid aircraft engine of  FIG. 44 . 
     To run the multi-hybrid aircraft engine of  FIG. 44 , an external power source may drive the primary compressor  1 . Compressible fluid (air) may enter the primary compressor  1  from an air chamber c 6  from outlet a 3  to the primary compressor  1  through inlet  9 . The compressible fluid may enter the air chamber c 6  by flow through outlet  196  to a coalescer c 5  through c 1  and then to the air chamber c 6  from outlet c 3  through inlet a 1  a non-return valve. Contaminants may leave the coalescer c 5  through outlet c 2 . 
     The primary compressor  1  may pump compressible fluid to a speed regulator  167  from outlet  8  through inlet  169  where the pressure of the compressed fluid may be controlled. The compressible fluid entering the speed regulator  167  from primary compressor  1  may be directed to a drive block valve  215  where it may drive a drive block  77  and be discharged to the compressed air tank a 6  through a 5 . In some embodiments, upon full compression of the compressed air tank a 6 , a relief valve may open a valve that allows compressed fluid from outlet  208  to discharge to the surrounding. The driven drive block  77  may drive a driven block  57  coupled to primary shafts  78  and  41 . The rotation of the driven block  57  may cause driven block pistons  54  to collect compressible fluid from the air chamber c 6  from outlet a 2  through inlet  146  and pump the compressible fluid to the speed regulator  167  from outlet  160  through inlet  170 . In the speed regulator, compressible fluid from the driven block  57  combines with the compressed air from the primary compressor  1  and heads for the drive block  77 . The merging of compressible fluid results in an increased flow rate of compressible fluid through the drive block  77 . This in turn increases the rotational speed of the primary shafts  78  and  41  that are coupled to drive block  77  and driven block  57 . The increase of speed of the driven block  57  causes more compressible fluid from the driven block  57  to be discharged to the speed regulator  167  which results to more flow of compressible fluid through the drive block  77 . The increase of rotational speed of drive block  77  and the output shafts may continue over time provided that the primary compressor  1  is continuously driven by the external power source. In some embodiments, when the external power source is shut down, compressed air from the compressed air tank a 6  may drive the drive block  77  by flowing through the speed regulator  167  from outlet a 4  through inlet  169  and  178  and then through inlet  147  of the drive block valve  215 . 
     Lubricant may be circulated throughout the system by traveling from the oil pump c 7  driven by an external power source. The lubricant may be received from a reservoir c 8  to the oil pump c 7  from outlet x 4  through inlet  11 , outlet  12 , and inlet z 1  and then from outlet z 2  of the oil pump c 7  to the multiplier  199  through inlets  44  and  88 . The lubricant may leave the multiplier  199  through outlets  49  and  56 , and may head for the gearbox inlets  210  and  163 , and the bearing chamber  96  through inlet  109 . The lubricant may leave the bearing chamber  96  to the reservoir c 8  from outlet  103  through inlet x 3 . In some embodiments, the lubricant may pass through a cooling system and an oil filter before entering the reservoir c 8 . 
     Accordingly, a multi-hybrid aircraft engine is provided with a sealing system that allows for the flow of lubricant through a flat surface seal  216  to contact surfaces between the flat surface seal  216  and the drive block  77  as shown in  FIGS. 45-49 . In some embodiments, the introduction of fluid between the contact surfaces of the flat surface seal  216  and the drive block  77  is to reduce heat generation due to friction and promote higher rpm of the multiplier  199 . 
     As can be seen in  FIGS. 45-49 , a valve retainer  217  and a flat surface seal  216  may have a common oil passage  83  for lubricant to pass through from drive block valve  46  to drive block  77 . Some lubricant flowing through the oil passage  83  of the valve retainer  217  may fill an enclosed cavity formed when the flat surface seal  216  is mounted in the valve retainer  217 .  FIG. 45  shows the back side of the valve retainer  217  and the oil passage  83  through which lubricant flows from the drive block valve  46  to the drive block  77 .  FIG. 56 , a prospective view, reviews the front side of the valve retainer  217  and the cavity s 2  on the valve retainer  217 . As can be seen in  FIG. 47 , on the back side of the flat surface seal  216  is a cavity s 4  that forms an enclosure with the cavity s 2  on the front side of valve retainer  217  when the flat surface seal  216  is mounted in the valve retainer  217 . The lubricant that flows through the enclosed cavity between the flat surface seal  216  and the valve retainer  217  passes through one or more holes s 7 , as can been seen in  FIG. 48 , to lubricate the contact surface of the drive block  77  with the flat surface seal  216 . The narrow holes s 7  are created at the down side of the flat surface seal  216  because pressure at that point is lower than any other point. The drive block  77  inlets/outlets  77   a  are small enough to fit between the holes s 7  and the inlet passage P 1  or the outlet passage P 2 . This prevents compressed fluid from leaving the outlet passage P 2  or inlet passage P 1  through the holes s 7 . Some lubricant passes through oil passage  83  of the flat surface seal  216  and surfaces on the front cavity s 6  of the flat surface seal  216  to enter the drive block  77  through holes s 9 . When the flat surface seal  216  is mounted or inserted into the valve retainer  217 , one or more locks s 3  seat in one or more lock openings s 1  to keep the seal in a fixed position. The valve retainer  217  may have protruded edges around the inlet passage P 1 , outlet passage P 2 , and the central opening that provide a sealing between the valve retainer  217  and the flat surface seal  216 . The lubricant flowing through the drive block  77  may lubricate the drive block pistons  40  and some of the lubricant may pass through a hole s 8  to lubricate a bearing seated in an element  79  of the drive block valve  46 . A point s 5  provides a sealing as the piston inlet/outlet  77   a  move away from inlet passage P 1  to outlet passage P 2 . An output shaft  77   b  may be used for driving a device. 
     The sealing system described above may be used to seal the driven block  57  and the valve retainer  58 . This type of sealing may permit the escape of lubricant through the outlet passage P 2  therefore; the outlet hose/pipe may be connected to a coalescer to separate air from lubricant and to return lubricant back to the oil reservoir. 
     Furthermore, another aspect of the multi-hybrid aircraft engine herein referred to as a multi-hybrid turbojet engine is provided comprising a primary compressor (an axial or a centrifugal compressor), a secondary compressor, a combustion compressor, an output shaft, and at least one turbine. The embodiment, as can be seen in  FIG. 50 , is a configuration of turbojet engines in which the working principle is within the scope of the embodiments previously disclosed. The present disclosure as is set forth hereafter is intended to show how turbojet engines can be configured using the working principle of previous disclosure therefore, detailed description would only be given to those components of turbojet engines necessary for understanding the disclosure of the present embodiments. 
     As can be seen in  FIG. 50 , an external power source may drive the primary compressor  240  causing it to compress air to a compression chamber  227  through a compression nozzle  226 . The compressed air in the compression chamber  227  may drive a turbine  229 . The turbine  229  may be connected to an output shaft  220  that is connected to a secondary compressor  222 , a front fan  219  protected with a fan case  218 , set of planetary gears in a gear chamber  233 , and a combustion compressor  234 . This configuration allows the turbine  229  to drive the output shaft  220 , the secondary compressor  222 , the front fan  219 , the set of planetary gears in the gear chamber  233 , and the combustion compressor  234  thus, when the turbine  229  is driven by the compressed air from the primary compressor  240 , the output shaft  220  that is in connection with it drives the secondary compressor  222 , causing compressed air through the compression chamber  227 . This results to an increase of compressed air through the compression chamber  227 . This increased of compressed air increases the flow of the compressed air through the turbine  229  thus, an increase of rotational speed of the turbine  229 . The rotational speed of the turbine  229  may be controlled by regulating the rate of compressed air flow through relief valves  225 . The relief valves  225  work the same way an aircraft relief valves work. The more the relief valves  225  are opened the more the compressed air in the compression chamber  227  escapes through them. The compression chamber  227  of the multi-hybrid turbojet engine may be thought of as combustion chambers of conventional turbojet engines and the compression nozzle  226  may be thought of as the fuel nozzle used in conventional turbojet engines. 
     It should be known that the secondary compressor  222  is a high pressure compressor and the turbine  229  is a high pressure turbine. However, the combustion compressor  234  is a higher pressure compressor. This type of configuration ensures cleaner combustion as the combustion is cleaner and efficient when the combustion compressor produces higher compression. However, the compression that drives the front fan  219  allows the engine to operate at higher efficiency as the front fan  219  reduces drag when running at subsonic speeds. 
     In some embodiments, the output shaft  220  seats in a plurality of bearings  221 ,  230 , and  236 . The front bearing  221  seats in a front bearing support  223 , the center bearing  230  seats in a center bearing support  232 , and the rear bearing  236  seats in a rear bearing support  235 . The front bearing support  223  and the center bearing support  232  are connected to an inner casing that is supported with casing supports  224  and  228 . The gear chamber  233  has a support  231  attached to an outer casing. In some embodiments, the multi-hybrid turbojet engine is equipped with an afterburner exhaust  239  for combustion of compressed air that bypasses the combustion chamber  238 . One of the purposes of the combustion chamber  238  is to ignite jet fuel injected into the combustion chamber  238  through one or more fuel nozzles  237 . 
     The multi-hybrid turbojet engine may be powered by one or more external power sources at the same time. For example, an electric motor and/or an internal combustion engine may run the primary compressor  240  so that the primary compressor  240  serves as the main power source while the thrust produced by combusting compressed air and jet fuel in the combustion chamber  238  and afterburner effect are used for take-off and landing. The electric motor may be powered by batteries and/or a combustion engine. In this way, the combustion engine may be engaged to run the electric motor and at the same time charge the batteries, and when the batteries are fully charged the engine may be shut down so that the electric motor is powered by the batteries. In some embodiments, compressed air in a compressed air tank may be allowed to flow directly into the compression chamber  227  to drive the turbine  229 . Thus, the multi-hybrid turbojet engine may be powered by one or more external power sources. In some embodiments, compressed air from primary compressor  240  and/or compressed air tank may be directed to compression chambers  227  of one or more multi-hybrid turbojet engines. 
     One of ordinary skill in the art, with the benefit of this disclosure, will understand that other configurations are also within the scope of this disclosure, such as configurations in which any suitable compressors and turbines/compressor motors may be configured to work as a multiplier or in a multi-hybrid aircraft engine. 
     Moreover, the multi-hybrid aircraft engine operation method comprises a combination of an internal combustion engine and an electric motor/generator, coupled through the same drive pulley to spin the primary compressor. During take-off and climb, when maximum power is required, the internal combustion engine and motor work together to power the aircraft, but once cruising height is reached, the electric motor may be switched into generator mode to recharge the batteries or used in motor assist mode to minimise fuel consumption. In some cases, compressed air in the compressed air tank may power the multiplier and when at low pressure state, the internal combustion engine and/or electric motor may assume power while the multiplier stores air in the compressed air tank. 
     It should be appreciated by one skill in the art with the benefit of this disclosure that the multiplier is merely a combination of a compressor and a compressor motor that are mechanically in connection with each other hence, any unit (the compressor or the compressor motor) can be disconnected from the other and be configured to function as a single unit. Accordingly, a unit of the multiplier functioning as a compressor may serve the purpose of a primary compressor of the present disclosure. In addition, the primary compressor may be designed having one or more outlets for permitting the flow of compressed air to the multiplier(s) through the speed regulator(s). Each outlet of the primary compressor may be linked to one or more speed regulators that are linked to one or more multipliers. In this way, a single primary compressor driven by an external power source may drive one or more multipliers. In other words, a single primary compressor may drive one or more multi-hybrid aircraft engines. 
     Reference throughout this specification to “embodiment” or “the embodiment” means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the quoted phrases, or variations thereof, as recited throughout this specification are not necessarily all referring to the same embodiment. 
     Similarly, it should be appreciated by one of skill in the art with the benefit of this disclosure that in the above description of embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure. This method of disclosure, however, is not to be interpreted as reflecting an intention that any claim requires more features than those expressly recited in that claim. Rather, as the following claims reflect, inventive aspects lie in a combination of fewer than all features of a single foregoing disclosed embodiment. Thus, the claims following this Detailed Description are hereby expressly incorporated into this Detailed Description, with each claim standing on its own as a separate embodiment. This disclosure includes all permutations of the independent claims with their dependent claims. It will be apparent to those having skill in the art that changes may be made to the details of the above-described embodiments without departing from the underlying principles of the present disclosure. 
     In addition, one of ordinary skill in the art, with the benefit of this disclosure, will understand that a configuration in which the multiplier is rotated in another direction is within the scope of this disclosure. The method of operation however, may require the inflow of compressible fluid from the speed regulator through the outlet of the drive block valve while permitting compressible fluid to flow to the speed regulator through the inlet of the driven block valve. 
     Any methods disclosed herein include one or more steps or actions for performing the described method. The method steps and/or actions may be interchanged with one another. In other words, unless a specific order of steps or actions is required for proper operation of the embodiment, the order and/or use of specific steps and/or actions may be modified. Moreover, sub-routines or only a portion of a method described herein may be a separate method within the scope of this disclosure. Stated otherwise, some methods may include only a portion of the steps described in a more detailed method. 
     Furthermore, it should be appreciated by one skilled in the art with the benefit of this disclosure that the configuration and use of the multiplier and the primary compressor is not limited to aircraft application but can as well be used in other applications such as a windmill and a power source for machines/equipment. In other words, the multiplier and the primary compressor may be sued in windmill application. For example, the windmill propeller may drive the primary compressor while the multiplier drives the AC motor. In addition, compressed air from the multiplier may be stored in a compressed air tank for driving the multiplier when there is less wind to propel the windmill propeller that drives the primary compressor. Accordingly, in some embodiments, where the multiplier and the primary compressor are configured for the purpose of compressing air, the driven block shaft and the drive block shaft may not be needed so that the multiplier only has openings (ports) for fastening inlet/outlet valves.