Patent Publication Number: US-2023133959-A1

Title: Electric jet engine

Description:
BACKGROUND 
     Jet engines work by burning fuel in air to release hot exhaust gases. Accordingly, jet engines are often referred to as gas turbines. There are various types of gas-powered jet engines but they share five key components: an inlet, a compressor, a combustion chamber, and a turbine. 
       FIG.  1    illustrates a side view of an example gas-powered jet engine known as a turbojet. At the front of the turbojet, cold air is received via the inlet. The compressor (which may be made up of one or more fans) compresses the received air, which significantly increases the pressure and temperature thereof (e.g., pressure of the compressed air may be 8 times that of the received air). A fuel tank in the jet’s wing sprays fuel into the combustion chamber of the engine. The compressed air is also provided to the combustion chamber. In the combustion chamber, the fuel mixes with the compressed air and ignites. The burning mixture produces hot exhaust gases (e.g., a temperature of about 1650° F.). A constant flow of air and fuel allows for continuous combustion. 
     The exhaust gases are provided to the turbine and cause a set of turbine blades to spin like a windmill (convert energy from exhaust gas to mechanical energy). The turbine blades are connected to a long axle that runs the length of the engine. The axle is also connected to the compressor, so that the mechanical energy generated by the spinning of the turbine blades also causes the compressor to turn. The hot exhaust gases exit through an exhaust nozzle. The tapering design of the exhaust nozzle helps accelerate the gases (e.g., over 1300 mph). The exit of the hot exhaust via the exhaust nozzle is used to thrust the jet forward. 
       FIG.  2    illustrates a side view of an example gas-powered jet engine known as a turbofan. In the turbofan air moves through two parts of the engine. A first stream of air flows through the core of the engine (compressor, combustion chamber, turbine) while the rest, called bypass air, flows around the core. The turbofan includes a duct fan that routes some of the air (the bypass air) through ducts formed around the core. The duct fan accelerates the bypass air flowing around the core to produce additional thrust. Thus, the turbofan gets some of its thrust from the hot exhaust generated by the core and some of its thrust from the bypass air. Low-bypass turbofans send virtually all their air through the core, while high-bypass turbofans send more air around it. The ratio of the air that goes around the engine to the air that goes through the core is called the bypass ratio. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The features and advantages of the various embodiments will become apparent from the following detailed description in which: 
         FIG.  1    illustrates a side view of an example gas-powered jet engine known as a turboj et; 
         FIG.  2    illustrates a side view of an example gas-powered jet engine known as a turbofan; 
         FIG.  3    illustrates a side view of an example electric jet engine, according to one embodiment; 
         FIGS.  4 A-B  illustrate side views of example electric jet engines including bypass ducts, according to one embodiment; 
         FIG.  5    illustrates a side view of an example electric jet engine with a single rotor, according to one embodiment; 
         FIG.  6    illustrates a side view of an example electric jet engine with a single rotor and a propeller, according to one embodiment; 
         FIGS.  7 A-B  illustrate side views of example electric jet engines including a generator, according to one embodiment; 
         FIG.  8    illustrates an example bladed rotor that could be utilized in an electric jet engine, according to one embodiment; 
         FIG.  9    illustrates an example bladed rotor that could be utilized in an electric jet engine, according to one embodiment; 
         FIGS.  10 A-B  illustrate cross sectional views of interaction between rotor blades and a stator, according to one embodiment; 
         FIG.  11    illustrates a cross sectional view of interaction between rotor blades and a stator, according to one embodiment; 
         FIG.  12    illustrates an example rotor that could be utilized within a generator, according to one embodiment; 
         FIG.  13    illustrates an example stator that could be utilized within a generator, according to one embodiment; 
         FIG.  14    illustrates a side view of an example hybrid electric-gas jet engine, according to one embodiment; 
         FIG.  15    illustrates an example aircraft utilizing one or more electric motors for thrust, according to one embodiment; and 
         FIG.  16    illustrates an example aircraft utilizing one or more electric motors for hoovering, according to one embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     Electric motors are becoming more widely used today. Utilizing an electric motor in a jet engine (turbine) could enable jets to fly without the need for a combustion chamber and/or gas. The electric engine may include a plurality of rotors rotating around a shaft. Each of the rotors may include a plurality of blades that enable air to traverse thereby. The rotors may include magnets on edges thereof. A stator may be created within the engine with coils oriented in alignment with the rotors. The coils could be operated so as to cause the rotors to rotate within the engine. The coils may be powered by either DC or AC power provided to the engine and controlled by a controller. The rotors rotating may pressurize the air and provide the thrust needed to power the jet. 
       FIG.  3    illustrates a side view of an example electric jet engine  300 . The jet engine  300  is comparable to the turbojet of  FIG.  1    since all the air passes through a core thereof. The electric jet engine  300  includes a housing  310 , an air inlet  320 , a shaft  330 , a plurality of bladed rotors  340 , a stator  350  having a plurality of coils  355  formed therein (e.g., formed in protrusions in the stator) and an exhaust nozzle  360 . As illustrated, the stator  350  is secured to an interior of the housing  310 . In an alternative embodiment, the housing  310  could act as the stator (e.g., coils could be formed in protrusions directly secured to the housing). The coils  355  may be powered by a power source (not illustrated) and the operation thereof may be controlled by a controller (not illustrated). The power source may be a DC power source (e.g., battery) or an AC power source. The blades of the bladed rotors  340  include magnets  345  on ends thereof so that the interaction of the magnets  345  and the coils  355  cause the bladed rotors  340  to rotate. 
     A first set of bladed rotors (2 illustrated but not intended to be limited thereto)  370  may be connected to the shaft  330  and cause the shaft  330  to rotate. The first set of bladed rotors  370  may be the same so that they rotate at the same speed and together act as a low-pressure turbine that takes the air received from the inlet and compresses it to increase the pressure thereof (act as compressor of a typical gas-powered jet engine). The rotation of the shaft  330  may be utilized to power other devices via either the mechanical energy or the mechanical energy may be converted to electrical energy (e.g., via a generator). The electric power created by the generator could be used to power other items including possibly the motor  300 . 
     A second set of bladed rotors (3 illustrated but not intended to be limited thereto)  380  may be connected to the shaft  330  via bearings  390  so that they rotate around the shaft  330  and not with the shaft  330 . With this arrangement, the second set of bladed rotors  380  are not limited to rotating at the same speed as the shaft  330  or of each other. Accordingly, the second set of bladed rotors  380  may be different than the first set  370  (as illustrated the only visible difference is size and use of bearings  390 ). Additionally, each of the second set of bladed rotors  380  may be different from each other in number, size, shape and/or orientation of the blades as well as size and strength of magnets  345  (differences between the various bladed rotors within the second set  380  are not readily apparent as illustrated). The second set of bladed rotors  380  act as a high-pressure turbine and further increase the pressure of the air and provide the thrust for the jet (act as turbine of typical gas jet engine). 
     The use of the magnets  345  and the coils  355  causes the rotors  340  to rotate within the engine  300 . When the polarity (not illustrated) of the magnets  345  is opposite from the polarity (not illustrated) of the coils  355 , the magnets  345  are pulled toward the coils  355  and when the polarities are the same the magnets  345  are pushed away from the coils  355 . During operation, the coils  355  may be pushing magnets  345  having the same polarity while pulling magnets  345  having different polarities at the same time. The pushing and pulling of the magnets  345  by the coils  355  causes the rotors  340  to rotate around the shaft  330 . 
     It should be noted that the side view only illustrates what appears to be a single blade extending upward and a single blade extending downward from the shaft (or a single blade extending upward and downward) for each rotor  340  and only a single coil  355  on the top and bottom of the engine  300  in alignment with each rotor  340 . The example electric jet engine  300   is in no way intended to be limited thereto. Rather, various numbers of blades and coils  355  could be utilized without departing the current scope. Furthermore, the magnets  345  at the end of the blades are simply illustrated as passing in close proximity to the coils  355 . The example electric jet engine  300  is not limited thereto as other arrangements may be utilized (will be discussed in more detail later). Furthermore, the example jet engine  300  is not limited to the number of rotors  340  illustrated (2 in the first set  370  directly connected to shaft and 3 in the second set  380  connected to the shaft via bearings  390 ) but can be various numbers without departing the current scope. The number and strength of the magnets  345  may determine the number of rotors  340  needed. 
       FIG.  4 A  illustrates a side view of an example electric jet engine  400  having air flows through different parts thereof. The jet engine  400  is comparable to the turbofan of  FIG.  2    where some air passes through a core of the engine and some air passes through ducts around the core. The electric jet engine  400  includes a housing  410 , an air inlet  420 , a shaft  430 , a fan  425 , a stator  450  having a plurality of coils  455  formed therein, a plurality of bladed rotors  440 , air ducts  415  to enable air to be routed around the core (the bladed rotors  440 ) and an exhaust nozzle. The stator  450  is secured within the housing  410  and is separated from the housing  410  so that the air ducts  415  are formed between the stator  450  and the housing  410 . The fan  425  is located within the air inlet  420  and routes some of the air (bypass air) into the ducts  415  and around the core. The fan  425  accelerates the bypass air flowing around the core to produce additional thrust. Thus, the electric jet engine  400  gets some of its thrust from the exhaust generated by the core (bladed rotors  440 ) and some of its thrust from the bypass air. The ratio of the air that goes around the core to the air that goes through the core is called the bypass ratio (e.g., low-bypass engines send more air through the core while high-bypass engines send more air around the core). 
     As illustrated, the stator  450  includes a plurality of indents having the coils  455  formed on the sides thereof. The blades of the bladed rotors  440  include magnets  445  on ends thereof so that the magnets  445  pass through the indents and the coils  455  located therewithin and the interaction of the magnets  445  and the coils  455  cause the bladed rotors  440  to rotate. As illustrated, a first set of bladed rotors  470  (2 illustrated but not intended to be limited thereto) may be connected to the shaft  430  and cause the shaft  430  to rotate and a second set of bladed rotors  480  (3 illustrated but not intended to be limited thereto) may be connected to the shaft  430   via bearings  490  so that they rotate around the shaft  430  and not with the shaft  430 . The rotation of the shaft  430  may be utilized to power the fan  425  and possibly other devices. As illustrated the fan  425  is connected to the shaft  430  and thus rotates with the shaft  430 . The engine  400  is not limited thereto as gears or the like may be utilized to use the mechanical energy of the shaft  430  to rotate the fan  425  at a different speed. Alternatively, or in addition, the rotation of the shaft  430  (mechanical energy) may be converted to electrical energy (via a generator). The electric power created by the generator could be used to power other items including possibly the motor  400 . 
     It should be noted that the side view only illustrates what appears to be a single blade extending upward and downward from the shaft for each rotor  440 , a stator  450  located on a top and bottom of the engine  400  with an indent with coils  455  in alignment with each rotor  440 , and ducts  415  on only a top and bottom of the engine  400 . The example electric jet engine  400  is in no way intended to be limited thereto. Rather, various numbers of blades could be utilized on the rotors  440  and the stator  450  and corresponding ducts  415  formed could be located around whole circumference of the engine  400 . Moreover, various numbers and location of the indents and associated coils  455  around the circumference of the stator  450  could be utilized or the coils  455  could be formed in other manners (e.g., on protrusions in the stator) without departing the current scope. Furthermore, the example electric jet engine  400  is not limited to the number of rotors illustrated (2 in the first set  470  directly connected to shaft and 3 in the second set  480  connected to the shaft via bearings  490 ) but can be various numbers without departing the current scope. The number and strength of the magnets  445  may determine the number of rotors  440  needed. 
     The example electric jet engines  300 ,  400  included a plurality of rotors  340 ,  440  having magnets  345 ,  445  in alignment with coils  355 ,  455  that rotate within the engine  300 ,  400  based on the interaction of the magnets  345 ,  445  and the coils  355 ,  455 . The electric jet engine is in no way intended to be limited thereto. Rather, if the total magnetic power on a single rotor blade was sufficient a single rotor blade could be utilized without departing from the current scope. For example, if the diameter of the rotor blades where between 25“and 33” included magnets with total magnetic power between 9-12 tonnes (19000-26500 pounds), the rotation of the rotor would be sufficient to compress the air and provide the required thrust. The power transferred to the shaft  330 ,  430  would be a few times more. 
     The mechanical energy provided to the shaft  330 ,  430  from the single rotor with sufficient magnetic power could be used to power other rotors (without magnets  345 ,  445 ) making up the low-pressure  370 ,  470  and/or high-pressure turbines  380 ,  480 , fans (e.g., duct fan  425  in the inlet) and/or other items. The rotation of the shaft  330 ,  430  could be utilized to rotate the other items, and/or gears could be utilized to modify the speed of the shaft  330 ,  430  to a desired speed for the other items. Alternatively, or in addition to, the mechanical energy could also be utilized to convert to electrical power via a generator. 
       FIG.  4 B  illustrates a side view of another example electric jet engine  402  having air flowing through different parts thereof. The jet engine  402  is similar to the jet engine  400  of  FIG.  4 A . The major difference is that a second shaft  432  is included and the second set of rotors  480  that act as a high-pressure turbine are connected to the second shaft  432 . The second shaft  432  may be connected to the shaft  430  with bearings  434  that enable the shaft  430  to rotate therewithin without rotating the second shaft  432 . Alternatively, the second shaft  432  may rotate with the shaft  430 , either at the same speed if connected directly to the shaft  430  or at a different speed if connected to the shaft  430  via gears or the like. The second set of rotors  480  may be connected to the second shaft  432  and cause the second shaft  432  to rotate therewith. Alternatively, one or more of the second set of rotors  480  may be connected to the second shaft  432  via bearings (not illustrated) so they rotate therearound. 
     The second shaft  432  may act to help route and condense the air flowing through the engine. The air may be routed around the second shaft  430  toward the stator  415 . As illustrated, the second shaft  432  may be hollow so that there is room  436  between the interior of the second shaft  432  and the exterior of the shaft  430 . The ends of the second shaft  432  may be connected to the shaft  430  via the bearings  434 . Alternatively, the second shaft  432  may be solid with the exception of a hole to receive the shaft  430  so that an interior of the second shaft  432  and an exterior of the shaft  430  are in contact (e.g., via bearings). While not illustrated, the second shaft  432  could be utilized to turn other components (e.g., directly connected and thus turning at same speed, or connected via gears or the like so turning at a different speed). 
     The use of the different shafts (shaft  430  and second shaft  432 ) enables the rotors connected to each to rotate independently. That is, the first set  470  may be connected to the shaft  430  and the second set  480  may be connected to the second shaft  432 . As such, one or more rotors  440  of the first set  470  may include magnets  445  that interact with coils  455  and cause the one or more rotors  440  to rotate which causes the shaft  430  to rotate as well as any other rotors  440  or other items directly connected to the shaft  430 . Likewise, one or more rotors  440  of the second set  480  may include magnets  445  that interact with coils  455  and cause the one or more rotors  440  to rotate which causes the second shaft  432  to rotate as well as any other rotors  440  or other items directly connected to the second shaft  432 . 
       FIG.  5    illustrates a side view of an example electric jet engine  500  with a single rotor. The electric jet engine includes a housing  510 , an air inlet  520 , a shaft  530 , a duct fan  525 , a bladed rotor  540  having magnets  545  at ends thereof, a stator  550  having a plurality of coils  550  in alignment with the bladed rotor  540 , air ducts  515  to enable air to be routed around the core, an exhaust nozzle  560 , and optionally one or mode additional fans  570  (within the core, after the rotor  540 ). The duct fan  525  routes and accelerates some of the air (bypass air) into the ducts  515  and around the core to produce additional thrust. The interaction between the magnets  545  on the blades of the rotor  540  and the coils  555  within the stator  550  generates the necessary power. The rotation of the rotor  540  causes the shaft  530  to rotate, and the rotation of the shaft  530  rotates the duct fan  525  as well as any additional fans  570  included. The optional additional fan(s)  570  may further compress and accelerate the air or may simply route the air to the outlet. As illustrated, the fan  525  and additional fans  570  are connected to the shaft  530  and thus rotate with the shaft  530 . The engine  500  is not limited thereto as gears or the like may be utilized to modify the speed of the shaft  530  in order to rotate the fan  525  and additional fans  570  at a different speed. 
     It should be noted that the single rotor electric engine  500  is illustrated as an electric equivalent of a turbofan jet engine but is not limited thereto. Rather, the single rotor electric engine could be utilized as an electric equivalent of a turbojet jet engine without departing from the current scope. The mechanical energy of the shaft  530  could also be utilized to convert to electrical power via a generator. The electric power created by the generator could be used to power other items including possibly the motor  500 . 
       FIG.  6    illustrates a side view of an example electric jet engine  600  with a single rotor and a propeller (equivalent of a propeller engine). The electric jet engine  600  includes a housing  610 , an air inlet  620 , a shaft  630 , a bladed rotor  640  with magnets  645  at ends thereof, a stator  650  having a plurality of coils  655  in alignment with the bladed rotor  640 , an exhaust nozzle  660  and a propeller  670  having blades wider than the housing  610  to route and accelerate air therearound to produce thrust. The interaction between the magnets  645  on the blades of the rotor  640  and the coils  655  of the stator  650  generates the necessary power. The rotation of the rotor  640  causes the shaft  630  to rotate, and the rotation of the shaft  630  rotates the propeller  670  (either directly at same speed as shaft  630  or via gears or the like to modify the speed). 
     While not illustrated, additional fans may be included within the housing  610  and be rotated by the shaft  630 . The mechanical energy of the shaft  630  could also be utilized to convert to electrical power via a generator. The electric power created by the generator could be used to power other items including possibly the motor  600 . 
     The jet engines described above with respect to  FIGS.  3 - 6    included bladed rotors having magnates at the ends thereof engaging with coils in a stator located outside of the rotors. While this configuration provides for the ability of the rotors to push the air therethrough, the configuration is not limited thereto. Rather, the jet engine could utilize other electric motor drive systems (e.g., known schemes of placing magnets and coils) without departing from the current scope so long as the air can pass therethrough. 
     According to one embodiment, a generator may be located within the electric jet engine housing so that the mechanical energy provided by the shaft can be easily provided to the generator in order for the generator to convert the mechanical energy to electric energy. The generator will have to be located such that it does not interfere with the airflow through the engine. The generator may be directly connected to the shaft of the electric engine. The radius of the generator may be much smaller that the radius of the rotors of the engine so that the generator does not interfere with the air flow. 
       FIG.  7 A  illustrates a side view of an example electric jet engine  700  including a generator. The electric jet engine  700  is similar to the turbofan electric jet engine  400 , so all like items are identified with like reference numbers. A generator  710  is added and is located between the second set of bladed rotors  480  that act as a high-pressure turbine. As illustrated, the second set of bladed rotors  480  only includes two bladed rotors  480  (one before and one after the generator  710 ) but is in no way intended to be limited thereby. 
     The generator  710  includes a housing  720  connected to the shaft via bearings  730  so that the shaft rotates within the housing  720  (the housing  720  does not rotate). Within the housing  720  there are alternating rotors  740  and stators  750 . The rotors  740  include magnets  745  and the stators include coils  755 . The rotors  740  are secured to the shaft  430  and rotate with the shaft  430 . The stators  750  are connected to the shaft  430  via bearings so that the shaft  430  does not rotate the stators  750 . For ease of illustration each bearing  730 , magnet  745 , and coil  755  are not labeled. 
     The rotors  740  facing each end of the housing only have magnets  745  on a single side (side facing stator  750 ), while the rotor  740  within the generator  710  that has a stator  750  on each side thereof includes magnets  745  on both sides of the rotor  740 . The polarity of the magnets  745  on opposite sides of the rotor  740  will be opposite. The rotation of the shaft  430  causes the rotors  740  to rotate within the generator  710 . As the rotors  740  rotate past the stators  750  and the magnets  745  past the coils  755 , the interaction between the magnets  745  and the coils  755  will generate electricity in the coils  755 . That is, as the alternating poles of magnets  745  pass the coil  755  it will cause current to flow in the coils  755 . 
     It should be noted that the generator  710  was illustrated as including three rotors  740  (with only the central rotor  740  including magnets on each side) and two stators  750 , but is in no way intended to be limited thereto. Rather, the number of rotors  740  and stators  750  may vary without departing from the current scope. The number of rotors  740  and stators  750  (and thus the length of the generator  710 ) may vary depending on, for example, the size (e.g., radius) of the rotors  740  and stators  750 , the number and strength of the magnets  745 , and the desired electric energy to be generated. Furthermore, the generator  710  is not limited to the configuration illustrated. Rather, other axial or radial schemes of rotor and stator placement within a generator could be utilized without departing from the current scope. In fact, any generator configuration having a diameter substantially smaller than a diameter of the engine (motor) it is operating with (and located within same housing as) is within the current scope. While not easily visible in the various figures because multiple rotors are illustrated in the engine and are spaced apart, the engine would likely be tall (large diameter) and slim (small length) while the generator operating therewith would likely ne short (small diameter) and wide (long length). 
     Furthermore, the location of the generator  710  is not limited to being between the second set of bladed rotors  480  that act as a high-pressure turbine as illustrated. Rather, the location can vary without departing from the current scope. In fact, multiple generators could be located within the engine without departing from the current scope. Moreover, the inclusion of the generator  710  is not limited to the turbofan electric motor as illustrated. The generator  710  could be included in any type of electric motor without departing from the current scope. 
       FIG.  7 B  illustrates a side view of another example electric jet engine  702  including a generator  710 . The jet engine  702  is similar to the jet engine  700  of  FIG.  7 A . The major difference is that the second shaft  432  (such as that illustrated with respect to  FIG.  4 B ) is included and the second set of rotors  480  that act as a high-pressure turbine are connected to the second shaft  432 . The second shaft  432  has an open interior  436  and the generator  710  is located therewithin. The second set of bladed rotors  480  that act as a high-pressure turbine are secured to the second shaft  432 . For ease of illustration many of the components that have previously been described and labeled are not separately labeled herein. The jet engine  702  is not limited to the configuration illustrated. Rather, the configuration of the engine  702  or the generator  710  could change without departing the current scope. 
       FIG.  8    illustrates an example rotor  800  that could be utilized in an electric jet engine such as those illustrated in  FIGS.  3 - 7   . The rotor includes an inner ring  810  surrounding an opening  820  that receives the shaft, and a plurality of blades  830  (8 illustrated) extending from inner ring  810  to an outer ring  840 . The blades  810  may be evenly spaced around the rotor  800  (evenly spaced around the inner and outer rings  810 ,  840 ). The outer ring  840  has magnets  850  located therearound that engage with the coils in a stator. The magnets  850  are organized in sectors  860  of same polarity magnets  850  (4 sectors with six magnets in each sector are illustrated). For ease of illustration only one magnet  850  and one sector  860  are identified. 
     The sectors  860  pass through, or by, sectors of coils and cause the rotor  800  to rotate within the engine. The number of blades  830  is not limited to 8 as illustrated. Rather, any number, size, location and orientation of blades may be utilized without departing the current scope. Furthermore, the number of sectors  860  is not limited to four as illustrated and the number of magnets  850  in each sector is not limited to 6. Rather, the number of sectors  860  can be any even number (e.g., 2, 4, 6, 8) and the number, size and strength of the magnets  850  can vary without departing the current scope. If the rotor  800  was utilized in a high-pressure portion (e.g.,  380 ,  480 ) of an engine, the opening  820  may be larger so that bearings could be located therewithin so that the rotor  800  rotated around the shaft (as opposed to rotating the shaft). 
     The number of sectors of coils should match the number of sectors  860  of magnets  850  but may be spaced apart in order to assist in the rotation of the blades  830 . A controller may be utilized to control the current flowing through the coils and the magnetic field produced thereby to assist in ensuring that the rotor  800  rotates in the desired direction and at the desired speed. 
       FIG.  9    illustrates an example rotor  900  that could be utilized in an electric jet engine. The rotor  900  includes an inner ring  910  surrounding an opening  920 , and a plurality of blades  930  extending from the inner ring  910  to an outer ring  940 . The blades  930  may be shaped so as to provide better air flow. While not illustrated, magnets may be located on the outer ring  940 , and they may be clustered in a similar fashion to that illustrated in  FIG.  8   . For ease of illustration only one blade  930  is identified. 
       FIG.  10 A  illustrates a cross sectional view of interaction between a bladed rotor and a stator. Blades  1000  of the rotor extend upward and downward from a shaft  1010  that the rotor is mounted to. Each of the blades  1000  splits into two arms  1020  at an end thereof. Each arm has a magnet  1030  secured thereto with the poles of the magnets  1030  being opposite (as illustrated, left upper arm has a south pole and right upper arm has north pole). The arms  1020  are designed to enclose a coil  1040  located on the stator  1050  so that a magnet  1030  with a different polarity passes each side of the coil  1040 . 
     As current flows through the coils  1040  the polarity of the magnetic field created thereby may alternate. When the polarity of the magnets  1030  is opposite from the polarity of the coil  1040 , the magnets  1030  are pulled toward the coil  1040  (as would be the case on the upper blade as illustrated) so the blade  1000  moves in that direction. When the polarity of the magnets  1030  is the same as the polarity of the coil  1040 , the magnets  1030  are pushed away from the coil  1040  (as would be the case on the lower blade as illustrated) so the blade  1000  moves in that direction. During operation, the coils  1040  may be pushing magnets  1030  having the same polarity while pulling magnets  1030  having different polarities at the same time. The pushing and pulling of the magnets  1030  by the coils  1040  causes the blades  1000  (and accordingly the bladed rotor) to rotate around the shaft  1010 . A controller may be utilized to control the current flowing through the coils  1040  and the magnetic field produced thereby to assist in ensuring that the rotor rotates in the desired direction and at the desired speed. 
     It should be noted that only a single rotor and a single stator coil were illustrated. An electric engine may include a plurality of rotors and an equal plurality of coils (repeat of the arrangement illustrated in  FIG.  10 A ). Alternatively, a configuration may be utilized where the arms of the blades of the rotors are utilized for more than one coil so that the number of rotors and coils is not equal (less rotors than coils). 
       FIG.  10 B  illustrates a cross sectional view of interaction between a pair of bladed rotors and a stator. Blades  1002 ,  1004  of a first and second rotor extend upward and downward from the shaft  1010  that the rotors are mounted to. Each of the blades  1002 ,  1004  split into two arms  1022 ,  1024  at ends thereof. The stator  1050  includes three coils  1042 ,  1044 ,  1046  with the center coil  1044  being located between the blades  1002 ,  1004  of the first and second rotors. The center facing arms  1022 ,  1024  (right arm  1022 , left arm  1024 ) include magnets  1030  on each side thereof so that the opposing pole magnets  1030  from two different blades  1002 ,  1004  interact with the center coils  1044 . 
       FIG.  11    illustrates a cross sectional view of interaction between rotor blades and a stator. Blades  1100  of the rotor extend upwards and downwards from a shaft  1110  that the rotor is mounted to. The blades  1100  include a magnet  1120  secured to each side of an end thereof, where the poles of the magnets  1120  on each side of the blade  1100  are opposite. The stator  1130  includes a pair of coils  1140  associated with the blades  1100  (the blades  1100  pass through the two coils  1140 ). As the current flows through the coils  1140  the polarity of the magnetic field created thereby may alternate. The coils  1140  located on each side of the blade  1100  have an opposite polarity. When the polarity of the magnets  1120  is opposite from the polarity of the coils  1140  (upper blade as illustrated), the magnets  1120  are pulled toward the coils  1140  and when the polarity of the magnets  1120  is the same as the polarity of the coils  1140  (lower blade as illustrated), the magnets  1120  are pushed away from the coils  1140 . The coils  1140  may be pushing magnets  1120  having the same polarity while pulling magnets  1120  having different polarities at the same time such that the pushing and pulling causes the rotor to rotate. A controller may be utilized to control the current flowing through the coils  1140  to assist in ensuring that the rotor rotates in the desired direction and at the desired speed. 
     It should be noted that only a single rotor and a corresponding pair of stator coils were illustrated. An electric engine may include a plurality of rotors and a plurality of coils (repeat of the arrangement illustrated in  FIG.  11   ). Alternatively, a configuration may be utilized where a coil located between two rotors may be utilized for both rotors so that there is not two coils per rotor. 
       FIG.  12    illustrates an example rotor  1200  that could be utilized within a generator that is utilized with, and possibly within, an electric engine. The rotor  1200  includes a hole  1210  in a center therein for being mounted/connected to a shaft. A plurality of magnets  1220  are spaced around the rotor  1200 . The magnets  1220  are equal size and equal strength, spaced apart an equal amount from each other, and the polarity of adjacent magnets is opposite. As illustrated, there are four magnets  1220  that are separated by an amount substantially the same as the size of the magnets  1220 . The number of magnets  1220  and spacing between the magnets  1220  is in no way intended to be limited thereto as long as there is an even amount of magnets  1220 . It should be noted that if the rotor  1200  was being utilized between stators that magnets  1220  would be located on each side thereof (only one side is visible in  FIG.  12   ). The magnets  1220  on the opposite side of the rotor  1200  would have opposite polarity. 
       FIG.  13    illustrates an example stator  1300  that could be utilized within a generator that is utilized with, and possibly within, an electric engine. The stator  1300  includes a hole  1310  in a center thereof with a bearing  1320  located therewithin. The stator  1300  is mounted to a shaft with the bearings  1320  so that the stator  1300  does not rotate with the shaft (the shaft rotates in the stator  1300 ). A plurality of coils  1330  are spaced around the stator  1300 . The number of coils  1330  and spacing between the coils  1330  is in no way intended to be limited to the example illustrated. Other configurations are within the current scope as long as there is an even amount of coils  1330 . 
     The various jet engine configurations described above are in no way intended to be limited thereto. Rather, various different configurations of an engine and a generator that would be known to those skilled in the art could be utilized without departing from the current scope. Furthermore, while the various engines described above, including those with a co-located generator have been described specifically with regard to electric jet engines, it is not limited thereto. For example, the engines and engines/generators described above could be utilized in a hybrid electric-gas jet engine. Additionally, the engine and/or engine/generator configurations could possibly be used in other electric motor drive systems without departing from the current scope. 
       FIG.  14    illustrates a side view of an example hybrid electric-gas jet engine  1400  including a generator  710 . The engine  1400  is similar to the engine  702  of  FIG.  7 B  but includes a combustion chamber  1410  (illustrated as being located above and below the shaft  430 ) after the second set  480  of rotors (high pressure turbine) and the generator  710  located with the second shaft  432 . The air which has been compressed by the low-pressure turbines  470  and the high-pressure turbine  480  is provided to the combustion chambers  1410  and a fuel tank (not illustrated) located, for example, in the jet’s wing sprays fuel into the combustion chambers  1410 . In the combustion chamber  1410 , the fuel mixes with the compressed air and ignites. The burning mixture produces hot exhaust gases (e.g., a temperature of about 1650° F.). A constant flow of air and fuel allows for continuous combustion. The combustion causes a significant expansion of the air and provides more thrust for the jet engine  1400 . The use of the electric turbines (low-pressure  470 , high-pressure  480 ) and the combustion chamber  1410  may be a useful combination of electric and gas power for maximum use of the volume, size and power of the engine  1400 . The hybrid engine  1400  may also provide good fuel economy. 
     The hot exhaust gases need not be applied to a turbine like with the gas engines of  FIGS.  1  and  2    as the mechanical energy (rotation of the shaft  430  and the second shaft  432 ) created by the interaction of the magnets  445  and coils  455  is utilized to turn other objects (e.g., fans  425 ) and may also be utilized by the generator  710  to convert the mechanical energy to electrical energy. The hot exhaust may be utilized to preheat the fuel provide to the combustion chamber  1410  or for heating of portions of the airplane that may require heating (e.g., heat airplane cabin). 
       FIG.  15    illustrates an example aircraft  1500  utilizing one or more electric motors for thrust. The aircraft  1500  includes a main engine  1510  on the bottom of the aircraft  1500  and two auxiliary engines  1520 ,  1530  mounted on wings of the aircraft  1500 . All of the engines  1510 ,  1520 ,  1530  may be electric engines (e.g.,  300 ,  400 ,  402 ,  500 ,  700 ,  702 ), a combination of electric and gas engines may be utilized (e.g., engine  1510  may be gas and engines  1520 ,  1530  may be electric) or at least one of the engines (e.g.,  1510 ) may be a hybrid electric-gas engine (e.g.,  1400 ). 
       FIG.  16    illustrates an example aircraft  1600  utilizing one or more electric motors for thrust and/or hoovering. The aircraft  1600  includes a main engine  1610  on the bottom of the aircraft  1600  and two auxiliary engines  1620 ,  1630  mounted horizontally within a back wing and two auxiliary engines  1640 ,  1650  mounted horizontally within a front wing. The main engine  1610  provides the thrust for the aircraft  1600  while the auxiliary engines  1620 ,  1630 ,  1640 ,  1650  enable the aircraft  1600  to hoover. All of the engines  1610 ,  1620 ,  1630 ,  1640 ,  1650  may be electric engines (e.g.,  300 ,  400 ,  402 ,  500 ,  700 ,  702 ), a combination of electric and gas engines may be utilized (e.g., engine  1610  may be gas and engines  1620 ,  1630 ,  1640 ,  1650  may be electric) or at least one of the engines (e.g.,  1610 ) may be a hybrid electric-gas engine (e.g.,  1400 ). 
     Although the disclosure has been illustrated by reference to specific embodiments, it will be apparent that the disclosure is not limited thereto as various changes and modifications may be made thereto without departing from the scope. The various embodiments are intended to be protected broadly within the spirit and scope of the appended claims.