Hybrid air motor aircraft

Abstract

A hybrid air motor aircraft capable of long distance flight by efficient operation of an engine and a battery and capable of reducing discomfort by reducing noise according to a flight environment. The hybrid air motor aircraft includes an engine and a generator, a battery and a drive motor electrically connected to the generator, a first propeller connected to the drive motor and a second propeller connected to the generator through a clutch, and a controller that controls driving of the engine, the clutch, and the drive motor based on flight factors including at least one of a flight mode of the hybrid air motor aircraft, a required power, a battery charge level, and a surrounding flight environment.

Description

TECHNICAL FIELD

[0001] The disclosure relates to a hybrid air mobile aircraft that improves flight efficiency by improving the electrical energy efficiency of a battery. BACKGROUND

[0002] The statements in this section merely provide background information related to the disclosure and can not constitute the related art.

[0003] Recently, air mobile aircrafts are being developed for various aspects such as cargo containers, medical transport, etc. In addition, air mobile aircrafts that achieve stable energy efficiency and flight mobility have been developed and commercialized.

[0004] Such an air mobile aircraft flies by driving a propeller, but is limited in that only a battery is used to charge the driving of the propeller, thereby causing a limitation. That is, for long-time flight of the air mobile aircraft, a hybrid system using an internal combustion engine and a battery is applied. Such a hybrid system drives a propeller by electrical energy of a battery, and supplements insufficient electrical energy in the manner of generating electricity with an internal combustion engine.

[0005] However, since the problem of the internal combustion engine is that a lot of noise is generated when the engine operates, and even in a downtown area, the air mobile aircraft should be able to fly, people around can feel uncomfortable due to the noise.

[0006] The above is only intended to help understand the background of the disclosure, and does not mean that the disclosure belongs to the scope of the related art known to those of ordinary skill in the art. SUMMARY

[0007] The disclosure provides a hybrid air mobile aircraft that is capable of long-distance flight by efficient driving of an internal combustion engine and a battery, and that reduces discomfort caused by noise by reducing noise according to a flight environment.

[0008] According to one form of the disclosure, the hybrid air mobile aircraft includes an engine and a generator, a battery and a drive motor electrically connected to the generator, a first propeller connected to the drive motor and a second propeller connected to the generator through a clutch, and a controller configured to control driving of the engine, the clutch, and the drive motor and to control the driving based on flight factors including one or more of a flight mode of the hybrid air mobile aircraft, a required power, a battery charge amount, and a surrounding flight environment.

[0009] In the controller, the flight mode includes hovering, cruising, or taxiing, the required power is determined according to a flight speed required during hovering or cruising, and the surrounding flight environment includes a population density of a flight area in which the hybrid air mobile vehicle flies, presence / absence of a safety zone in the flight area, presence / absence of a noise barrier facility, and a flight altitude of the hybrid air mobile vehicle.

[0010] In a case where the flight mode is hovering and the battery charge amount is in a maximum charged state, the controller is configured to operate the first propeller by driving the drive motor using the power of the battery.

[0011] In a case where the flight mode is hovering and the battery charge amount is equal to or greater than a set capacity, the controller is configured to drive the drive motor using the power of the battery and the power generated by the generator by driving the engine to operate the first propeller.

[0012] In a case where the population density of the flight area is equal to or higher than a reference population and the flight altitude is equal to or lower than a set altitude, the controller is configured to operate the first propeller by driving the drive motor using the power of the battery.

[0013] In a case where the noise barrier facility is present in the flight area, the controller is configured to drive the drive motor using the power of the battery and the power generated by the generator by driving the engine to operate the first propeller.

[0014] In a case where the flight area is a safety zone, the controller is configured to drive the drive motor using the power of the battery and the power generated by the generator by driving the engine to operate the first propeller.

[0015] In a case where the flight mode is hovering and the battery charge amount is less than a set capacity, the controller is configured to charge the battery using the power generated by the generator by driving the engine, and to drive the drive motor.

[0016] In a case where the flight mode is changed from hovering to cruising and the battery charge amount is in a maximum charged state, the controller is configured to operate the first propeller and the second propeller using the power of the battery. Specifically, the drive motor drives the first propeller, and the generator drives the second propeller via a clutch that connects the generator to the second propeller.

[0017] The controller is configured to determine whether to conserve the battery according to the battery charge amount, to operate the first propeller by driving the drive motor using the power of the battery in a case where the battery needs to be conserved, and to operate the second propeller using the power of the engine driven by the engagement of the teeth of the clutch.

[0018] The controller is configured to subdivide battery conservation according to battery charge level, and as the battery charge level decreases, drive the drive motor by increasing output according to engine drive or charge the battery with power generated by the generator. In one form, when the controller determines to conserve the battery, the controller controls the engine to increase power generated by the generator in proportion to the level of battery charge, such that the power generated by the generator through the engine increases as the battery charge level decreases.

[0019] In the case where the flight mode is cruise and the battery charge level is equal to or greater than a set capacity, the controller is configured to operate the second propeller by engaging the clutch and driving the generator with power from the battery.

[0020] In the case where the flight mode is cruise, the battery charge level is equal to or greater than a set capacity, and the flight speed is equal to or higher than a high drive speed, the controller is configured to operate the second propeller with power from the battery and the engine driven through the engaged clutch and driving the engine.

[0021] The controller is configured to determine whether to conserve the battery according to the battery charge level, to operate the second propeller with power from the battery and the engine driven through the engaged clutch and driving the engine in the case where battery conservation is required.

[0022] In the case where the population density is equal to or higher than a reference population or the flight altitude is equal to or lower than a set altitude, the controller is configured to operate the second propeller by engaging the clutch and driving the generator with power from the battery. In one form, the controller controls the clutch to mechanically connect the second propeller to the generator driven by power from the battery, thereby operating the second propeller.

[0023] In the case where the flight mode is cruise and the battery charge level is less than a set capacity, or in the case of an emergency landing, the controller is configured to operate the second propeller by engaging the clutch and charge the battery with power generated by the generator by increasing output according to engine drive.

[0024] In the case where the flight mode is glide, the controller is configured to operate the second propeller by engaging the clutch and driving the generator with power from the battery.

[0025] In the case where the flight mode is glide and the battery charge level is less than a set capacity, the controller is configured to operate the second propeller by driving the engine to utilize power from the engine drive.

[0026] A plurality of first propellers are provided on the wings of the flight body to generate upward and downward thrust during takeoff and landing of the flight body, and a second propeller is provided on the wings or at the tail of the flight body to generate rearward thrust during flight of the flight body.

[0027] The hybrid air motor aircraft configured by the above-described structure can fly a long distance by efficient driving of the engine and the battery, and reduce discomfort caused by noise by reducing noise according to a flight environment.

[0028] Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0029] So that the disclosure can be well understood, various forms thereof will now be described, by way of example, with reference to the drawings in which:

[0030] Figure 1 is a configuration diagram of a hybrid air motor aircraft according to one form of the present disclosure;

[0031] Figure 2 is a diagram illustrating Figure 1 the hybrid air motor aircraft shown;

[0032] Figure 3 and Figure 4 is a diagram illustrating Figure 1 hover control of the hybrid air motor aircraft shown;

[0033] Figure 5 is a diagram illustrating Figure 1 control of the hybrid air motor aircraft shown during cruising while hovering;

[0034] Figure 6 and Figure 7 is a diagram illustrating Figure 1 cruising control of the hybrid air motor aircraft shown; and

[0035] Figure 8 is a diagram illustrating Figure 1 taxi control of the hybrid air motor aircraft shown.

[0036] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION

[0037] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

[0038] Hereinafter, a hybrid air motor aircraft of an exemplary form of the present disclosure will be described with reference to the accompanying drawings.

[0039] Figure 1 is a configuration diagram of a hybrid air motor aircraft according to a form of the present disclosure, Figure 2 is a diagram illustrating Figure 1 of a hybrid air motor aircraft, Figure 3 and Figure 4 is a diagram illustrating Figure 1 hover control of a hybrid air motor aircraft, Figure 5 is a diagram illustrating Figure 1 control of a hybrid air motor aircraft during cruising while hovering, Figure 6 and Figure 7 is a diagram illustrating Figure 1 cruising control of a hybrid air motor aircraft, and Figure 8 is a diagram illustrating Figure 1 taxi control of a hybrid air motor aircraft.

[0040] As Figure 1 illustrated, a hybrid air motor aircraft of a form of the present disclosure includes an engine 1 and a generator 2, a battery 3 and a drive motor 4 electrically connected with the generator 2, a first propeller 5 electrically connected with the drive motor 4 and a second propeller 6 electrically connected with the generator 2 through a clutch 7, and a controller 8 configured to control driving of the engine 1, the clutch 7, and the drive motor 4 and to control the driving based on flight factors including one or more of a flight mode, a required power, a battery charge level, and a surrounding flight environment.

[0041] Here, the engine 1 is an internal combustion engine that generates power by burning fuel, and the battery 3 stores electric energy therein.

[0042] The generator 2 receives power generated and delivered from the engine 1 and generates power, or is driven by power delivered from the battery 3 and operates the second propeller 6 by generating rotational power. Specifically, the generator 2 is connected to the second propeller 6 via the clutch 7, and selectively delivers rotational power of the generator 2 to the second propeller 6 according to whether the clutch 7 is in mesh.

[0043] The drive motor 4 is supplied with power from the battery 3 or power generated and delivered from the generator 2, and operates the first propeller 5.

[0044] The configuration of the engine 1, the generator 2, the battery 3, the clutch 7, and the controller 8 as described above is provided in a flight body, and the first propeller 5 and the second propeller 6 are installed outside the flight body to generate a thrust. Here, for the first propeller 5 and the second propeller 6, as shown in Figure 2 the first propeller 5 is provided on a wing of the flight body to generate a thrust in upward and downward directions during takeoff and landing of the flight body, and the second propeller 6 is provided on the wing or at a tail of the flight body to generate a thrust in a rear direction during flight of the flight body.

[0045] That is, as shown in Figure 2 a wing for generating a lift during flight is provided on the flight body, and the first propeller 5 is provided on the wing to generate a thrust in upward and downward directions. The first propeller 5 is driven during takeoff and landing of the flight body, and generates a thrust so that the flight body moves upward. Meanwhile, the second propeller 6 is provided on the wing or at a tail of the flight body, and generates a thrust in a rear direction so that the flight body moves forward. The second propeller 6 as described above can be applied to the tail of the flight body, and can make the flight body fly forward.

[0046] Thus, the flight body according to the present disclosure is of a hybrid type using a power of the battery 3 or a power according to driving of the engine 1, and is capable of flying by driving of the first propeller 5 and the second propeller 6.

[0047] In detail, the controller 8 controls driving of the engine 1, the clutch 7, and the driving motor 4, and controls the driving based on flight factors including one or more of a flight mode, a required power, a battery charge amount, and a surrounding flight environment. As described above, the controller 8 controls driving of the engine 1, the clutch 7, and the driving motor 4 based on various flight factors, and thus can optimize flight according to respective situations.

[0048] In one form, the controller 8 can implement a flight mode including hovering, cruising, or taxiing, and determines a required power according to a flight speed required during hovering or cruising. Here, hovering corresponds to a case where the flight body moves or hovers in upward and downward directions, cruising corresponds to a case where the flight body flies in forward and rearward directions toward a specific location, and taxiing corresponds to a case where the flight body moves in a state where the flight body lands on the ground. Further, the controller 8 determines whether to use a power of the battery 3 or a power of the engine 1 by determining the required power according to the flight speed.

[0049] Meanwhile, the surrounding flight environment includes the population density of the flight area, the presence or absence of a safety zone within the flight area, the presence or absence of noise blocking facilities, and the flight altitude. Such information about the surrounding flight environment can be collected via satellite data. As described above, based on the collected information such as the population density of the flight area, the presence or absence of a safety zone within the flight area, the presence or absence of noise blocking facilities, and the flight altitude, the controller 8 controls the reduction of noise generated by the flight of the aircraft according to the surrounding conditions.

[0050] Based on this, the controller 8 takes into account the flight mode, battery charge level, and surrounding flight environment to effectively allocate and use the power of the battery and the power of the engine 1.

[0051] More specifically, such as Figure 3 As shown, when the flight mode is hovering and the battery is at its maximum charge level, the controller 8 operates the first propeller 5 by using the power of the battery 3 to drive the drive motor 4. As described above, during hovering, the battery is at its maximum charge level, and if the drive motor 4 is driven solely by the power of the battery 3, flight noise is reduced. That is, the drive motor 4 generates very little drive noise during its operation, and therefore no discomfort caused by flight noise occurs during hovering. However, the flight uses greater power during hovering, and the first propeller 5 is operated by driving the drive motor 4 solely by the power of the battery 3 when the battery is at its maximum charge level. Here, the maximum charge level of the battery can be set such that the remaining charge is equal to or greater than 90%.

[0052] Simultaneously, when the flight mode is hovering and the battery charge is equal to or greater than the set capacity, the controller 8 drives the drive motor 4 to operate the first propeller 5 by utilizing the power generated by the generator 2 through the drive of the engine 1 and the power of the battery 3. As described above, if the battery charge is equal to or greater than the set capacity during the hovering period of the flight body, the generator 2 generates power according to the power of the drive of the engine 1, and the drive motor 4 is driven by the power of the battery 3 along with the corresponding power, thereby reducing the consumption of electrical energy stored in the battery 3. Here, the set capacity of the battery charge can be set such that the remaining amount is equal to or greater than 20%. That is, during the hovering period of the flight body, a large amount of power is used, and if the drive motor 4 is driven only by the power of the battery 3 while a portion of the battery charge is consumed, the power stored in the battery 3 may be in an over-consumption state. Therefore, if the battery charge is equal to or greater than the set capacity in the hovering state, the controller 8 drives the drive motor 4 to operate the first propeller 5 by utilizing the power generated from the generator 2 and the power of the battery 3.

[0053] At the same time, such as Figure 4As illustrated, in a case where the population density of the flight area is equal to or higher than the reference population and the flight height is equal to or lower than the set height, the controller 8 operates the first propeller 5 by driving the drive motor 4 using the power of the battery 3. That is, if the population density is equal to or higher than the reference population, discomfort can be generated with respect to flight noise in the corresponding residence. In particular, if the flight height of the flight body is low, a greater flight noise is transmitted around. Therefore, if the population density of the flight area is equal to or higher than the reference population and the flight height is equal to or lower than the set height, the controller 8 drives the drive motor 4 using the power of the battery 3 to reduce the flight noise. Here, if the flight height is equal to or higher than the set height, the controller 8 drives the drive motor 4 to operate the first propeller 5 using the power generated from the generator 2 by the driving of the engine 1 and the power of the battery 3.

[0054] Meanwhile, in a case where a noise blocking facility exists in the flight area, the controller 8 drives the drive motor 4 to operate the first propeller 5 using the power generated from the generator 2 by the driving of the engine 1 and the power of the battery 3. Here, the noise blocking facility can be a vertiport, and if the noise blocking facility exists although the population density is equal to or higher than the reference population, the noise blocking facility blocks noise around, and thus the problem of noise generation can be solved.

[0055] Further, in a case where the flight area is a safe zone, the controller 8 drives the drive motor 4 to operate the first propeller 5 using the power generated from the generator 2 by the driving of the engine 1 and the power of the battery 3. Here, the safe zone can be an area in which the problem of noise generation does not occur, such as a non-residential area or an airport.

[0056] As described above, if the noise blocking facility exists in the flight area or the flight area is a safe zone, the controller 8 drives the drive motor 4 using the power generated from the generator 2 by the driving of the engine 1 and the power of the battery 3, and thus the power consumption of the battery 3 can be reduced.

[0057] As described above, during hovering flight, by selectively using the driving of the engine 1 or the power of the battery 3 according to the battery charge amount, the use efficiency of the electric energy of the battery 3 is improved, and by selectively using the driving of the engine 1 in consideration of the surrounding flight environment, discomfort caused by surrounding flight noise can be solved.

[0058] Simultaneously, when the flight mode is hovering and the battery charge is less than the set capacity, the controller 8 uses the power generated by the generator 2 through the drive of the engine 1 to charge the battery 3 and drive the drive motor 4. As described above, if the battery charge is less than the set capacity, an anomaly occurs not only when controlling the propeller according to flight but also when controlling the main power. In this case, the controller 8 uses the power generated by the generator 2 through the drive of the engine 1 to charge the battery 3 and drive the drive motor 4. For this purpose, the controller 8 can control the output to increase according to the drive of the engine 1 and operate the first propeller 5 by using the power generated by the generator 2 through the drive of the engine 1, thereby ensuring flight stability.

[0059] The following will describe the control of cruise when hovering at a predetermined altitude.

[0060] like Figure 5 As shown, when the flight mode is hover cruise and the battery is at its maximum charge, the controller 8 operates the first propeller 5 and the second propeller by using the power of the battery 3 to drive the drive motor 4 and the generator 2, and engaging the gear clutch 7. That is, as the aircraft transitions to hover cruise flight, the controller 8 operates both the first propeller 5 and the second propeller 6. To this end, the controller 8 transmits the rotational power of the generator 2 to the second propeller 6 through the gear clutch 7.

[0061] Furthermore, if the battery is at its maximum charge level, the controller 8 uses only the power of the battery 3 to drive the drive motor 4, thereby reducing flight noise. This control by the controller 8 can even be performed when the operation of the engine 1 is impossible.

[0062] Simultaneously, the controller 8 determines whether to conserve battery power based on the battery charge level. In this case, the battery charge level can be equal to or greater than the set capacity. Here, the controller 8 determines whether to conserve battery power by deriving the power consumption of the battery 3 based on the flight distance of the aircraft and the remaining battery charge level; this is an element used to determine whether to perform battery saving. As described above, if it is desired to conserve battery power, the controller 8 drives the drive motor 4 to operate the first propeller 5 using the power of the battery 3, and drives the engine 1 to operate the second propeller 6 via the gear-engaging clutch 7. That is, in the case of transitioning from hovering to cruising, the first propeller 5 and the second propeller 6 should be driven. In this case, the power consumption of the battery 3 is reduced by driving the first propeller 5 with the power transmitted from the battery 3 to the drive motor 4, and driving the second propeller 6 with the transmitted power according to the drive of the engine 1.

[0063] Furthermore, the controller 8 subdivides battery saving based on the battery charge level, and as the battery charge level decreases, it either increases the output of the drive motor 4 according to the drive of the engine 1 or uses the power generated by the generator 2 to charge the battery 3. As described above, when the battery charge level decreases, the controller 8 drives the second propeller 6 and charges the battery 3 by increasing the output of the engine 1. Therefore, even if the battery 3 consumes power according to the operation of the first propeller 5, it can be charged by the engine 1 and the generator 2, thus reducing the power consumption of the battery 3.

[0064] As described above, during the transition flight from hovering to cruising, the controller 8 operates the first propeller 5 and the second propeller 6, and performs battery saving control based on the battery charge level, thereby reducing the power consumption of the battery 3 and enabling long-distance flight.

[0065] The following will describe the control of cruise based on the flight subject.

[0066] like Figure 6 As shown, when the flight mode is cruise and the battery charge is equal to or greater than the set capacity, the controller 8 operates the second propeller 6 by engaging the clutch 7 and using the power of the battery 3 to drive the generator 2. As described above, if the battery charge is equal to or greater than the set capacity during cruise flight, the second propeller 6 is operated solely using the power of the battery 3 via the generator 2 to reduce flight noise. That is, since the second propeller 6 is rotated using the power of the battery 3 via the generator 2, very little flight noise is generated, thus reducing passenger discomfort caused by flight noise during cruise flight. Furthermore, since the flight can fly using lift, the amount of operation required for the second propeller 6 is reduced compared to hovering. Therefore, if the battery charge is equal to or greater than the set capacity during cruise flight, the controller 8 operates the second propeller 6 using the power of the battery 3.

[0067] Simultaneously, when the flight mode is cruise, the battery charge is equal to or greater than the set capacity, and the flight speed is equal to or greater than the high drive speed, the controller 8 engages the clutch 7 and drives the engine 1, utilizing the power of the battery 3 and the drive power of the engine 1 to operate the second propeller 6. Here, the high drive speed can be determined based on the power consumption of the battery 3 according to the flight speed. If the aircraft performs high-speed drive while the flight mode is cruise, the required power increases, and in this case, if only the power of the battery 3 is used to operate the second propeller 6, the power consumption of the battery 3 accelerates. Therefore, when the aircraft is flying at a high drive speed, the controller 8 utilizes the power of the battery 3 and the drive power of the engine 1 together to operate the second propeller 6, thereby reducing the power consumption of the battery 3.

[0068] Here, asFigure 7 As shown, the controller 8 determines whether to conserve the battery according to the battery charge level, and in the case where battery conservation is desired, drives the power of the engine 1 by the tooth engagement clutch 7 and the engine 1 to operate the second propeller 6. The controller 8 can determine whether to conserve the battery by deriving the power consumption of the battery 3 according to the flight distance of the flight body and the remaining amount of the battery charge level, which is an element for determining whether to perform battery conservation. As described above, if battery conservation is desired in the cruise flight state, the controller 8 operates the second propeller 6 with the power by driving the engine 1. Thereby, the second propeller 6 is driven by the power transmitted by the driving of the engine 1, and since the power of the battery 3 is not used, the flight distance by the battery 3 can be ensured thereafter.

[0069] Meanwhile, in the case where the population density is equal to or higher than the reference population or the flight height is equal to or lower than the set height, the controller 8 operates the second propeller 6 by the tooth engagement clutch 7 and with the power of the battery 3 by driving the generator 2. As described above, if the population density of the flight area is equal to or higher than the reference population and the flight height is equal to or lower than the set height, the controller 8 can control by the operation of the second propeller 6 to reduce the flight noise according to the driving of the generator 2 with the power of the battery 3. Thereby, it is possible to prevent the occurrence of the surrounding noise damage according to the flight of the flight body.

[0070] Meanwhile, in the case where the flight mode is cruise and the battery charge level is less than the set capacity, or in the case of emergency landing, the controller 8 operates the second propeller 6 by the tooth engagement clutch 7 and charges the battery 3 with the power generated by the generator 2 by increasing the output according to the driving of the engine 1. Here, the emergency landing case is the case of engine failure, component failure, and flight accident. As described above, if the battery charge level is less than the set capacity, or in the case of emergency landing, not only an abnormality can occur when the propeller is controlled according to the flight, but also an abnormality can occur when the main power is controlled, and in this case, the controller 8 charges the battery 3 with the power generated by the generator 2 by the driving of the engine 1 and simultaneously operates the second propeller 6. In this case, the controller 8 controls to increase the output according to the driving of the engine 1 and smoothly performs the power charging of the battery 3 and the operation of the second propeller 6 by the driving of the engine 1.

[0071] Meanwhile, as Figure 8As shown, in the case where the flight mode is taxiing, the controller 8 drives the motor generator 2 by engaging the clutch 7 and using the power of the battery 3 to operate the second propeller 6. That is, if the flight mode is taxiing, the flight body is operated on the ground, and by operating the second propeller 6 by the motor generator 2 using the power of the battery 3, it is possible to reduce the flight noise. If the flight body is provided with landing wheels, taxiing can be performed by the landing wheels, and if it is not possible to move by the landing wheels or additional power is required, it is possible to move the flight body by operation of the second propeller 6.

[0072] Meanwhile, in the case where the flight mode is taxiing and the battery charge is less than the set capacity, the controller 8 drives the motor 1, and operates the second propeller 6 using the power generated by the drive of the motor 1. Thereby, even if the battery charge is less than the set capacity, the flight body can be moved by operation of the second propeller 6 using the power of the drive of the motor 1, and in addition to the control required for movement of the second propeller 6, power is supplied to the main power source, and thus it is possible to perform stable operation.

[0073] The hybrid air motor aircraft configured by the above-described structure can fly long distances by efficient driving of the motor 1 and the battery 3, and reduce discomfort caused by noise by reducing noise according to the flight environment.

[0074] While specific forms of the disclosure have been illustrated and described for the purposes of the present disclosure, it will be understood by those skilled in the art that various modifications, additions and substitutions can be made without departing from the spirit of the disclosure.

Claims

1. A hybrid air motor aircraft, comprising: an engine and a generator; a battery and a drive motor electrically connected with the generator; a first propeller connected with the drive motor and a second propeller connected with the generator through a clutch; and a controller configured to: control driving of the engine, the clutch and the drive motor based on flight factors including at least one of a flight mode, a required power, a battery charge level and a surrounding flight environment of the hybrid air motor aircraft, wherein the flight mode includes hovering, cruising and taxiing, and the required power required during the hovering or the cruising is determined based on a flight speed of the hybrid air motor aircraft, and wherein when the flight mode is changed from the hovering to the cruising and the controller determines to save the battery based on the battery charge level, the controller is configured to: operate the first propeller by driving the drive motor with power of the battery, and operate the second propeller with the power generated by the engine engaged with the generator through the clutch. 2.The hybrid air motor aircraft according to claim 1, wherein: the surrounding flight environment includes a population density of a flight area where the hybrid air motor aircraft flies, whether there is a safety zone within the flight area, presence of a noise blocking facility, and a flight height of the hybrid air motor aircraft. when the flight mode is the hovering and the battery charge level is at a maximum charge state, the controller is configured to operate the first propeller by driving the drive motor with power of the battery.

3. The hybrid air motor aircraft of claim 2, wherein, when the flight mode is the hovering and the battery charge level is equal to or greater than a set capacity, the controller is configured to drive the drive motor to operate the first propeller by utilizing power of the battery and power generated by the generator by driving the engine.

4. The hybrid air motor aircraft of claim 2, wherein, when the population density of the flight area is equal to or higher than a reference population and the flight height is equal to or lower than a set height, the controller is configured to operate the first propeller by driving the drive motor with the power of the battery.

5. The hybrid air motor aircraft of claim 4, wherein, when the noise blocking facility is present in the flight area, the controller is configured to drive the drive motor to operate the first propeller by utilizing the power of the battery and the power generated by the generator by driving the engine.

6. The hybrid air motor aircraft of claim 5, wherein, when the flight area is the safety zone, the controller is configured to drive the drive motor to operate the first propeller by utilizing the power of the battery and the power generated by the generator by driving the engine.

7. The hybrid air motor aircraft of claim 4, wherein, when the flight mode is the hovering and the battery charge level is less than a set capacity, the controller is configured to charge the battery with power generated by the generator by driving the engine and drive the drive motor.

8. The hybrid air motor aircraft of claim 2, wherein, ​ 9. The hybrid air motor aircraft of claim 2, wherein, when the battery charge is at a maximum charge state, the controller is configured to operate the first and second propellers using power of the battery, and wherein the drive motor is configured to drive the first propeller, and the generator is configured to drive the second propeller via the clutch, the clutch being configured to selectively connect the generator to the second propeller.

10. The hybrid air motor aircraft of claim 1, wherein, when the controller determines to conserve the battery, the controller is configured to control the engine to increase the power generated by the generator in proportion to a level of the battery charge, such that the power generated by the engine through the generator increases as the battery charge decreases.

11. The hybrid air vehicle of claim 2, wherein, when the flight mode is the cruise and the battery charge is equal to or greater than a set capacity, the controller is configured to operate the generator using power of the battery, and to operate the clutch to couple the second propeller to the generator.

12. The hybrid air motor aircraft of claim 2, wherein, when the flight mode is the cruise, the battery charge is equal to or greater than a set capacity, and the flight speed is equal to or higher than a high drive speed, the controller is configured to operate the second propeller using power of the battery and power generated from the engine engaged with the generator via the clutch.

13. The hybrid air motor aircraft of claim 12, wherein, the controller is configured to: determine whether to conserve the battery based on the battery charge, in a case where it is desired to conserve the battery, operate the second propeller using the power generated from the engine engaged with the generator via the clutch.

14. The hybrid air vehicle of claim 12, wherein, when the population density is equal to or higher than a reference population or the flight altitude is equal to or lower than a set altitude, the controller is configured to operate the clutch to mechanically connect the second propeller to the generator, the generator being driven using the power of the battery, thereby operating the second propeller.

15. The hybrid air motor aircraft of claim 2, wherein, in a case where the flight mode is the cruise and the battery charge is less than a set capacity, or in an emergency landing case, the controller is configured to operate the second propeller by tooth engagement of the clutch, and to charge the battery using power generated by the generator by engine drive increasing output.

16. The hybrid air motor aircraft of claim 2, wherein, in a case where the flight mode is the glide, the controller is configured to operate the second propeller by tooth engagement of the clutch and driving the generator using power of the battery.

17. The hybrid air motor aircraft of claim 2, wherein, in a case where the flight mode is the glide and the battery charge is less than a set capacity, the controller is configured to operate the second propeller by driving the engine to use engine drive power.

18. The hybrid air motor aircraft of claim 1, wherein, a plurality of first propellers are provided on wings of a flight body to generate upward and downward directional thrust during takeoff and landing of the flight body, and the second propeller is provided on the wings or at a tail of the flight body to generate rearward thrust during flight of the flight body.

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