AIR MOBILITY VEHICLE

Abstract

Air mobility vehicle, including: a vehicle body that includes a cabin; a motor (100) which is installed and equipped in the vehicle body to provide mechanical propulsion power or electrical energy; a battery (500) which is set up to be charged with the electrical energy of the motor (100); Main rotors (700) are set up to operate using the electrical energy of the battery and the electrical power generated by the motor (100) to perform take-off, landing and cruise flight; Auxiliary rotors (300) arranged at or adjacent to a center of gravity of the vehicle body and mechanically connected to the engine (100) via a coupling (140), wherein the auxiliary rotors (300) are configured to perform take-off, landing or cruising flight by receiving mechanical driving power from the engine (100) when the coupling (140) is in a disengaged position; a control system designed to monitor the status of the battery (500) and the main rotors (700) and to control the operation of the motor (100) and the clutch (140); and Covers (320) that conceal the auxiliary rotors (300), wherein the covers (320) are arranged to be moved when the auxiliary rotors (300) are driven in order to expose the auxiliary rotors (300) to the outside in such a way that the auxiliary rotors (300) draw in air from above and discharge the drawn-in air downwards.

Description

TECHNICAL AREA

[0001] The present invention relates generally to an air mobility vehicle. BACKGROUND

[0002] Prior art methods for using fans and impellers as lifting devices have been proposed for fixed-wing vertical take-off and landing (VTOL) aircraft, small private aircraft (PAVs) or similar devices that can operate at higher speeds than helicopters.However, if such fan-based lifting devices, designed for VTOL aircraft or PAVs, are used in UAM (Urban Air Mobility) vehicles, the following problems may occur: 1) Flight efficiency is low because significant power consumption occurs in generating lift; 2) in the case of passenger-carrying air mobility vehicles, passenger space may be reduced because the fans used as the main propulsion devices must occupy considerable space to generate thrust; and 3) when fans are used as the main propulsion devices, performance and flight reliability may be significantly reduced due to the characteristics of the fans during forward maneuvers, such as stalling of the intake flow.

[0003] Accordingly, the application of such fan-based drive devices for UAM vehicles is limited in the state of the art, and when using drive devices, the layout and assembly plan must be determined taking into account passenger space and power consumption.

[0004] Vertical takeoff and landing maneuvers of rotors during UAM (Ultra-Aerial Mobile) maneuvers are a factor with a high accident rate and therefore must be considered with the highest priority to ensure high reliability. An auxiliary propulsion system is a device that provides safety to an air mobility vehicle in an emergency, such as rotor failure or a malfunction of a distributed electric propulsion system, during vertical takeoff or landing. In a UAM with a relatively small number of passengers, the vehicle's center of gravity is often located where the cabin would be. However, if the auxiliary propulsion system is located where the cabin would be, the available cabin space can be reduced, and the drag acting on the underside of the UAM can be increased, which is problematic.

[0005] From US 2018 / 0 362 169 A1 and WO 2017 / 105 266 A1, an air mobility vehicle is known, comprising: a vehicle body including a cabin; an engine mounted in the vehicle body and configured to provide mechanical propulsion or electrical power; a battery configured to be charged with the electrical energy of the engine; main rotors configured to operate using the electrical energy of the battery and the electrical power generated by the engine to perform takeoff, landing, and cruise flight; auxiliary rotors arranged at or adjacent to a center of gravity of the vehicle body and mechanically connected to the engine via a clutch, the auxiliary rotors being configured to perform takeoff, landing, or cruise flight by receiving mechanical propulsion from the engine when the clutch is in a disengaged position;and a control system designed to monitor the status of the battery and main rotors and to control the operation of the motor and clutch.

[0006] WO 2020 / 097608A1 discloses a propulsion system for an aircraft comprising a chamber with an inlet and an outlet. A blower is coupled to a motor that drives the blower, and the driven blower is configured to compress ambient air entering the inlet. One or more ejectors are fluidically coupled to the chamber via one or more valves. A nozzle is located within the outlet and includes a set of guide vanes. The system operates in a first configuration in which the nozzle guide vanes are closed, and the compressed ambient air exits the chamber only through the one or more valves into the one or more ejectors.The system operates in a second configuration in which one or more valves are closed, the nozzle guide vanes are open, and the compressed ambient air exits the collection chamber only through the outlet opening.

[0007] US Patent 2013 / 0251525A1 describes a lift and stabilization system and method for vertical take-off and landing aircraft, which consists of simultaneously and in combination employing the following as lift elements during the initial part of the climb and at the end of the descent: a) some electric turbine blowers (EDF), and b) at least one rotor with outer blades and / or rotating, and / or c) a downward-directed engine exhaust, and / or d) compressed air nozzles acting on the leading edges of the control fins, and / or e) water jets, and / or f) supplemented by aerodynamic lift generated during the forward flight of the aircraft, with stabilization being achieved by the gyroscopic stiffness of the rotor and two or more oscillating fins and / or air nozzles arranged at two or more peripheral points in a plane perpendicular to the longitudinal axis of the aircraft.

[0008] The US 2016 / 0207624A1 also shows a fixed-wing vertical takeoff and landing (VTOL) aircraft that retains a conventional seating arrangement and utilizes a single-point VTOL lift source in the form of a counter-rotating centrifugal compressor arrangement with coaxially aligned upper and lower impellers. Air is directed to the upper impeller via a central inlet and to the lower impeller via either a VTOL mode inlet or a flight mode inlet. Air is expelled from the impellers through several main air outlets. Each main air outlet is equipped with a thrust-boosting duct that can be pivoted downward for VTOL mode and rearward for forward flight.A control unit alternately closes the inlet for flight mode when the thrust booster channels are in the downward-facing VTOL position, and closes the inlets for VTOL mode when the thrust booster channels are in the rearward-facing flight position.

[0009] The foregoing explanations serve only to provide background information on the present invention and are not intended to imply that the present invention belongs to the prior art, which would already be known to the person skilled in the art. OVERVIEW

[0010] Accordingly, the present invention was developed taking into account the problems encountered in the prior art. It is an object of the present disclosure to provide an air mobility vehicle (airmobile) capable of performing vertical takeoff and landing as well as travel functions. In one embodiment, the airmobile has a structure capable of reliably providing auxiliary propulsion, thereby increasing flight safety when the propulsion force of the main rotors is insufficient or at least one of the main rotors fails, and which is particularly capable of flexibly performing a reaction process to balance the vehicle structure when at least one of the main rotors fails in such a way that the propulsion is unbalanced in a lateral direction.

[0011] The problem is solved by an air mobility vehicle with the features of claims 1 or 11 and a method with the features of claim 15. Advantageous further developments are found in the dependent claims.

[0012] According to one embodiment of the invention, an air mobility vehicle comprises a motor that is operated on demand to provide mechanical propulsion or electrical energy, a battery that is configured to be charged with electrical energy from the motor, main rotors that are operated using the electrical energy of the battery and the electrical power generated by the motor to perform takeoff, landing, and cruise flight, auxiliary rotors that are arranged at or near the center of gravity of a vehicle superstructure and are mechanically connected to the motor via a clutch, wherein the auxiliary rotors perform takeoff, landing, or cruise flight by receiving mechanical propulsion from the motor when the clutch is in an engaged position, a control system that monitors the states of the battery and main rotors and controls the operation of the motor and clutch, and covers.which cover the auxiliary rotors, the covers being arranged to be moved when the auxiliary rotors are driven in order to expose the auxiliary rotors to the outside in such a way that the auxiliary rotors draw in air from above and discharge the drawn-in air downwards.

[0013] The engine can be an internal combustion engine.

[0014] The battery can be mounted in a separate location, e.g. behind a cabin or collinear with the wings of the vehicle body, and the main rotors can be mounted to the right and left of the battery in equal numbers.

[0015] The auxiliary rotors can be positioned to the right and left of the cabin.

[0016] The auxiliary rotors can be arranged such that they coincide with the center of gravity of the vehicle body in a transverse direction, while in a longitudinal direction they are arranged at a distance within 0.002 times the length of the vehicle body from the center of gravity of the vehicle body.

[0017] The motor can be located between the auxiliary rotors and the battery. The motor can be equipped with a drive shaft at its front. Sections of a dividing shaft extending to the right and left can receive driving force via this drive shaft. The auxiliary rotors can be set in motion by the dividing shaft.

[0018] The auxiliary rotors can be oriented vertically to generate an auxiliary driving force in the downward direction and thus assist in lifting the vehicle body.

[0019] If the battery charge level is low, the controller can charge the battery or supplement the power supply to the main rotor by running the motor. If the driving force of the main rotors is insufficient or if the main rotors malfunction, the auxiliary rotors can be driven by moving the clutch into the engaged position.

[0020] If the driving force of the main rotors is insufficient, the control system can generate the same auxiliary driving force on a right and a left side by opening the covers of both the right and left auxiliary rotors.

[0021] If one of the right and left main rotors has a fault, the control system can open one of the covers on the same side as the faulty main rotor, thereby generating an auxiliary drive on the side where the fault occurred.

[0022] Each auxiliary rotor can have an inlet and an outlet through which an airflow is generated. The auxiliary rotor can be rotatably coupled to the vehicle body. The direction of the outlet can be changed as the auxiliary rotor rotates.

[0023] The auxiliary rotor can include a centrifugal compressor-type rotor that draws in air along its rotor shaft and expels it radially. The auxiliary rotor can be positioned so that its rotor shaft points towards the vehicle's center of gravity. The inlet can be located in the same section as the rotor shaft, ensuring that the inlet faces the same direction regardless of the auxiliary rotor's rotation.

[0024] The outlet can be provided in the radial direction of the auxiliary rotor in such a way that the auxiliary rotor supports the lifting drive or the travel drive during its rotation.

[0025] The vehicle body may have an air intake in a front area. This air intake can supply air to the auxiliary rotor inlets, located on both sides, via an internal duct.

[0026] In the air vehicle with vertical take-off and landing (VTOL) and cruise functions according to the inventive embodiments, if the driving force of the main rotors is insufficient or at least one of the main rotors fails, an auxiliary drive force can be reliably provided to increase flight safety. In particular, even if one of the main rotors fails, resulting in unbalanced thrust or a failure of the lift or cruise function, a reaction process can be flexibly implemented to compensate for the vehicle structure. BRIEF DESCRIPTION OF THE DRAWING FIGURES

[0027] The above and other objects, features and advantages of the invention will be more clearly understood with reference to the following detailed description when considered in conjunction with the accompanying drawing figures, in which: Fig. 1 and Fig. Two conceptual views are shown, depicting an air mobility vehicle according to an embodiment of the invention; Fig. Figure 3 is a view showing an auxiliary rotor of the air mobility vehicle according to an embodiment of the invention; and Fig. Figure 4 is a conceptual view showing an air mobility vehicle according to an embodiment of the invention. DETAILED DESCRIPTION OF EXAMPLE EXECUTIONS

[0028] Fig. 1 and Fig. Figure 2 are conceptual views showing an air mobility vehicle according to an embodiment of the invention. Fig. Figure 3 is a view showing an auxiliary rotor of the air mobility vehicle according to an embodiment of the invention, and Fig. Figure 4 is a conceptual view showing an air mobility vehicle according to an embodiment of the invention.

[0029] Fig. 1 and Fig. Figure 2 are conceptual views showing an air mobility vehicle according to an embodiment of the invention. The air mobility vehicle according to the embodiment comprises a motor 100, which is operated as needed to provide mechanical propulsion or electrical energy; a battery 500, which is configured to be charged with the electrical energy from the motor 100; main rotors 700, which are operated using the electrical energy of the battery 500 and the power generated by the motor 100 to perform takeoff, landing, and cruise flight; auxiliary rotors 300, which are arranged at or beside the center of gravity of a vehicle superstructure and are mechanically connected to the motor 100 via a coupling 140, wherein the auxiliary rotors 300 assist with takeoff, landing, and cruise flight.to perform the landing or cruise flight by receiving mechanical propulsion from the motor 100 when the clutch 140 is in an engaged position, and a control system that monitors the states of the battery 500 and the main rotors 700 and controls the operation of the motor 100 and the clutch 140.

[0030] In one embodiment of the invention, the auxiliary rotor is used separately from the main rotor to increase the driving force or to reliably overcome disturbances to the main rotor. In particular, the balance of the vehicle structure can be properly maintained during the use of the auxiliary rotors. Furthermore, the passenger compartment in the cabin can be minimally reduced, resulting in a design that advantageously provides additional interior space.

[0031] A fixed-wing aircraft is a device that arose from the idea of ​​creating a vertically take-off and landing (VTOL) aircraft capable of maneuvering at higher speeds than existing helicopters. An outward-facing helicopter rotor can pose a greater risk of accidents in the event of a crash. In the case of a ducted fan, where the rotor is enclosed within the duct, there is concern that the rotor's performance will be impaired by the stalling of the inlet airflow, and the duct's drag will increase significantly. Therefore, the use of small, powerful impellers, shielded by blades, was conceived as the primary lifting and power generation device.This approach was developed to draw in air through a multitude of inlets using impellers, guide the drawn-in air through a multitude of flow paths to combustion, and expel the combustion gas through a multitude of outlets, thereby generating thrust and power. Furthermore, a fan-based vertical takeoff and landing (VTOL) device was developed for the vertical takeoff and landing vehicle. Such a fan-based VTOL device can be equipped with wings to achieve a lift-to-drag ratio of 4 or higher during cruise flight.

[0032] An embodiment of the invention provides an arrangement and mounting structure for an auxiliary propulsion device for an air mobility vehicle with a motor-battery hybrid propulsion system. Vertical takeoff and landing maneuvers of rotorcraft are a factor with the highest accident rate in air mobility vehicle maneuvers and must therefore be given top priority to ensure high reliability. The auxiliary propulsion device is a device that provides safety to the air mobility vehicle in an emergency, such as a rotor failure or a malfunction of a distributed electric propulsion system, during the vertical takeoff or landing process.If the auxiliary propulsion device is located near the center of gravity of the air mobility vehicle, it can directly support the center of gravity, achieving a similar effect to weight reduction. Accordingly, the presence of auxiliary propulsion devices can also offer significantly higher reliability in an emergency, when the total torque acting on the air mobility vehicle from the main propulsion devices, such as the rotors, is reduced.

[0033] In one embodiment of the invention, as shown in Fig. 1 and Fig. Figure 2 shows the center of gravity of the air mobility vehicle adjusted to be balanced longitudinally, with the battery 500 located in the rear of the vehicle body and a cabin C located in the front of the vehicle body. Alternatively, the battery 500 can also be arranged collinearly with the fenders of the vehicle body. Furthermore, the engine 100 is located between the battery 500 and the cabin C, so that the center of gravity is balanced. The engine 100 can be an internal combustion engine.

[0034] Furthermore, the air mobility vehicle is designed such that the resulting center of gravity of the vehicle structure is located near the pilot's seat in the front part of cabin C. Additionally, the auxiliary rotors 300 are positioned near the pilot's seat in such a way that the longitudinal balance of the vehicle structure can be easily controlled, even when the auxiliary rotors 300 are driven. This allows for the largest possible passenger compartment.

[0035] When the motor 100 is operating, the battery 500 can be charged via a generator 120, and the main rotors 700 can be driven. A drive shaft 160 can be driven via the coupling 140, which is connected to the motor 100, and the drive shaft 160. The drive shaft 160 is connected to a bevel gear, a differential gear, or the like, to apply a rotational force to a split shaft 180, which extends in the transverse direction. Additionally, the split shaft 180 rotates the rotor shafts 340 of the auxiliary rotors 300 via bevel gears or the like, thus mechanically rotating the auxiliary rotors 300 with the aid of the motor 100. The auxiliary rotors 300 are therefore only equipped with fans and connected to the motor 100 via shafts. Since the auxiliary rotors 300 occupy less space than a jet engine or similar, more space can be gained for cabin C.In addition, the motor 100 can contribute to charging the battery 500 or to supporting the power supply of the main rotor 700 during normal times, thus advantageously increasing the ferry range of the air mobility vehicle.

[0036] This means that the motor 100 is operated as needed to provide mechanical propulsion or electrical energy. The main rotors 700 are driven by the electrical energy of the battery 500 to perform takeoff, landing, and cruise flight.

[0037] The auxiliary rotors 300 are positioned so close to the vehicle's center of gravity that the vehicle's balance can be easily controlled while the auxiliary rotors 300 are in operation. Furthermore, the auxiliary rotors 300 are mechanically connected to the motor 100 via the clutch 140 and, when the clutch 140 is engaged, receive mechanical drive power from the motor 100, thus enabling takeoff, landing, or cruising flight. The control system monitors the status of the battery 500 and the main rotors 700 and controls the operation of the motor 100 and clutch 140 only when necessary, ensuring the most environmentally friendly operation of the air vehicle.

[0038] Furthermore, the battery 500 is located in a separate location, e.g., behind cabin C or collinear with the wings of the vehicle body, and the main rotors 700 can be arranged in equal numbers to the right and left of the battery 500. This configuration effectively maintains the center of gravity of the vehicle body and ensures maximum space for cabin C. Additionally, auxiliary rotors 300 can be provided to the right and left of cabin C. According to this configuration, even in the event of a malfunction of at least one of the main rotors 700 on one side, the lateral balance of the vehicle body can be easily controlled with sufficient responsiveness.

[0039] Furthermore, the auxiliary rotors 300 can be positioned to coincide with the center of gravity of the vehicle body in the transverse direction, while being located at a distance of within 0.002 times the length of the vehicle body from the center of gravity of the vehicle body in the longitudinal direction. Accordingly, no moment in the longitudinal direction of the vehicle body can be generated during the operation of the auxiliary rotors 300, so that balancing the vehicle body can be easily carried out without a special control operation, thereby improving responsiveness in an emergency.

[0040] Furthermore, the motor 100 is located at a point (or section) between the auxiliary rotors 300 and the battery 500. The drive shaft 160 is provided in a front section of the motor 100. Sections of the split shaft 180 extending to the right and left receive drive power via the drive shaft 160, and the auxiliary rotors 300 can be rotated by the split shaft 180. This can facilitate achieving the center of gravity of the vehicle structure and, in particular, minimize the restriction of space for the cabin C, thus achieving a beneficial effect for the arrangement.

[0041] Furthermore, the auxiliary rotors can be 300, as in Fig. As shown in Figure 3, the auxiliary rotors 300 are oriented vertically to generate a downward-directed auxiliary drive during operation, thus assisting in lifting the vehicle body. Specifically, the auxiliary rotors 300 are concealed by corresponding covers 320. When the auxiliary rotors 300 are driven, the covers 320 are moved so that the auxiliary rotors 300 are visible from the outside. In this position, the auxiliary rotors 300 can draw in air from above and discharge the drawn-in air downwards.

[0042] The covers 320 are actuated by a separate motor or similar device. When the covers 320 are moved, they are retracted into the vehicle structure, and the auxiliary rotors 300 are exposed from above. When the covers 320 are retracted, the auxiliary rotors 300 provide downward thrust for lifting. If the covers 320 do not retract the auxiliary rotors 300 but instead cover them, no air is supplied from above, even when the auxiliary rotors 300 are rotating, thus significantly restricting downward thrust. Therefore, even if the auxiliary rotors 300 on both sides are rotated simultaneously in response to the operation of the motor 100, they only provide thrust when the covers are open. Accordingly, a flexible response process can also be implemented in the event that at least one of the main rotors 700 fails, resulting in an unbalanced thrust in the lateral direction.

[0043] In particular, if the charge level of battery 500 is low, the controller recharges battery 500 or assists the power supply to the main rotor 700 by operating motor 100. If the driving force of the main rotors 700 is insufficient or if the main rotors 700 are not functioning, the auxiliary rotors 300 can be driven by moving clutch 140 into the engaged position. Specifically, if the driving force of the main rotors 700 is insufficient, the controller can generate the same auxiliary driving force on the right and left sides by opening both covers 320 of the right and left auxiliary rotors 300. Furthermore, if one of the right or left main rotors 700 malfunctions, the controller can open one of the covers 320 on the same side as the malfunctioning main rotor, thereby generating auxiliary drive on the side where the malfunction occurred.

[0044] On the other hand, refers to Fig. 4 to another embodiment according to the invention. In this case, each of the auxiliary rotors 300 comprises an inlet 310 and an outlet 330 through which an airflow is generated. The auxiliary rotor 300 is rotatably coupled to the vehicle body, and the direction of the outlet 330 can be changed when the auxiliary rotor 300 rotates.

[0045] In particular, the auxiliary rotor 300 is a centrifugal compressor type rotor that draws in air towards its rotor shaft and expels the air radially. The auxiliary rotor 300 is arranged such that its rotor shaft is directed towards the center of gravity of the vehicle body, and the inlet 310 is provided in a section where the rotor shaft is located, so that the inlet 310 can be oriented in the same direction even when the auxiliary rotor 300 is rotating. Furthermore, the outlet 330 is positioned radially with the auxiliary rotor 300 such that the auxiliary rotor 300 can assist the lifting drive or the drive system depending on the rotation of the auxiliary rotor 300. Additionally, an air inlet 301 is provided in a front part of the vehicle body. The air inlet 301 can supply air to the inlets 310 of the auxiliary rotors 300, which are located on both sides, through an internal channel 302.Furthermore, the rotation angles of the auxiliary rotors 300 can be changed by means of a separate motor 303.

[0046] This embodiment is advantageous in that the auxiliary rotors 300 provide not only the driving force for lifting, but also, optionally, the auxiliary driving force for driving. Likewise, this design is significantly advantageous for gaining space for cabin C, since cabin C is not equipped with separate components and the shaft or channel only needs to be designed in such a way that it does not interfere with the cabin.

[0047] In the air vehicle with vertical take-off and landing (VTOL) and cruise functions according to the inventive embodiments, if the driving force of the main rotors is insufficient or at least one of the main rotors fails, an auxiliary drive force can be reliably provided to increase flight safety. In particular, even if one of the main rotors fails in such a way that the thrust is unbalanced or the lift or cruise function fails, a reaction process can be flexibly carried out to compensate for the vehicle structure.

Claims

[1] Air mobility vehicle, comprising: a vehicle body that includes a cabin; a motor (100) which is installed and equipped in the vehicle body to provide mechanical propulsion power or electrical energy; a battery (500) which is set up to be charged with the electrical energy of the motor (100); Main rotors (700) are set up to operate using the electrical energy of the battery and the electrical power generated by the motor (100) to perform take-off, landing and cruise flight; Auxiliary rotors (300) arranged at or adjacent to a center of gravity of the vehicle body and mechanically connected to the engine (100) via a coupling (140), wherein the auxiliary rotors (300) are configured to perform take-off, landing or cruising flight by receiving mechanical driving power from the engine (100) when the coupling (140) is in a disengaged position; a control system designed to monitor the status of the battery (500) and the main rotors (700) and to control the operation of the motor (100) and the clutch (140); and Covers (320) that conceal the auxiliary rotors (300), wherein the covers (320) are arranged to be moved when the auxiliary rotors (300) are driven in order to expose the auxiliary rotors (300) to the outside in such a way that the auxiliary rotors (300) draw in air from above and discharge the drawn-in air downwards. [2] Air mobility vehicle according to claim 1, wherein the engine (100) comprises an internal combustion engine. [3] Air mobility vehicle according to claim 1, wherein the battery (500) is provided in the cabin of the vehicle body or collinear with the wings of the vehicle body and the main rotors (700) are provided in equal numbers to the right and left of the battery (500). [4] Air mobility vehicle according to claim 1, wherein the auxiliary rotors (300) are provided to the right and left of the cabin. [5] Air mobility vehicle according to claim 1, wherein the auxiliary rotors (300) are provided such that they coincide with the center of gravity of the vehicle body in a transverse direction, while they are located at a distance within 0.002 times a length of the vehicle body from the center of gravity of the vehicle body in a longitudinal direction. [6] Air mobility vehicle according to claim 1, wherein the motor (100) is arranged at a point between the auxiliary rotors (300) and the battery (500), the motor (100) is provided in a front section of the motor (100) with a drive shaft (160), wherein sections of a division shaft extending to the right and left of the motor (100) are arranged to receive a driving force via the drive shaft (160), and wherein the auxiliary rotors (300) are arranged to be rotated by the division shaft. [7] Air mobility vehicle according to claim 1, wherein the auxiliary rotors (300) are aligned in a vertical direction to provide an auxiliary propulsion force in a downward direction to assist in lifting the vehicle superstructure. [8] Air mobility vehicle according to claim 1, wherein the control system is configured to generate an equal auxiliary driving force on a right side and a left side in the event of insufficient driving force of the main rotors (700) by opening the covers (320) of the auxiliary rotors (300) on the left side and the right side. [9] Air mobility vehicle according to claim 1, wherein the control is configured to open the cover (320) on the auxiliary rotor (300) on the same side of the vehicle body as the malfunctioning main rotor (700) in the event of a malfunction of one of the main rotors (700) in order to generate an auxiliary drive on the side where the malfunction occurred. [10] Air mobility vehicle according to claim 1, wherein, when the battery (500) is low, the control system is configured to charge the battery (500) or to assist the power supply of the main rotor (700) by operating the motor (100), and when the driving force of the main rotors (700) is insufficient or at least one of the main rotors (700) fails, at least one of the auxiliary rotors (300) is configured to be driven by moving the clutch (140) into the engaged position. [11] Air mobility vehicle comprising: a vehicle body; a motor (100) which is installed and equipped in the vehicle body to provide mechanical propulsion power or electrical energy; a battery (500) which is set up to be charged with the electrical energy of the motor (100) Main rotors (700) which are set up to operate using the electrical energy of the battery (500) and the electrical energy generated by the motor (100) to perform take-off, landing and cruise flight; Auxiliary rotors (300) arranged at or adjacent to a center of gravity of the vehicle body, each of the auxiliary rotors (300) rotatably coupled to the vehicle body and mechanically connected to the engine (100) via a clutch (140), the auxiliary rotors (300) being configured to perform takeoff, landing, or cruise flight by receiving mechanical propulsion from the engine (100) when the clutch (140) is in a disengaged position, each of the auxiliary rotors (300) comprising an inlet (310) and an outlet (330) configured to generate an airflow, and the direction of the outlet (330) being configured to change as the auxiliary rotor (300) rotates; and a control system that is set up to monitor the states of the battery (500) and the main rotors (700) and to control the operation of the motor (100) and the clutch (140). [12] Air mobility vehicle according to claim 11, wherein each of the auxiliary rotors (300) comprises a rotor of the type of a centrifugal compressor, which is configured to draw in air in one direction of its rotor shaft and to expel the air in a radial direction, and is arranged such that the rotor shaft is directed towards the center of gravity of the vehicle body, and the inlet (310) is provided in a section in which the rotor shaft is provided such that the inlet (310) is oriented in the same direction even when the auxiliary rotor (300) is rotating. [13] Air mobility vehicle according to claim 12, wherein the outlet (330) is provided in the radial direction of the auxiliary rotor (300) such that the auxiliary rotor (300) is configured to assist the lifting drive or the travel drive in response to its rotation. [14] Air mobility vehicle according to claim 12, wherein the vehicle body comprises an air inlet (301) in its front section, and the air inlet (301) is configured to supply air to the inlets (310) of the auxiliary rotors (300) located on both sides through an internal channel (302). [15] Method for operating an air mobility vehicle comprising an engine (100) and a battery (500) mounted in a vehicle body, the method comprising: Charging the battery (500) with the electrical energy of the motor (100); Operating main rotors (700) using the electrical energy of the battery (500) and the electrical power generated by the motor (100) to perform takeoff, landing and cruise flight; Operating auxiliary rotors (300) that perform takeoff, landing or cruising flight by receiving mechanical drive power from the engine (100) when a clutch (140) is in a disengaged position, wherein the auxiliary rotors (300) are arranged at or beside a center of gravity of the vehicle body and are mechanically connected to the engine (100) via the clutch (140); and Monitoring the status of the battery (500) and the main rotors (700) and controlling the operation of the motor (100) and clutch (140), wherein each of the auxiliary rotors (300) is covered by a cover (320), wherein the method further comprises that, when the auxiliary rotors (300) are driven, the covers (320) are moved to expose the auxiliary rotors (300) to the outside in such a way that the auxiliary rotors (300) draw in air from above and discharge the drawn-in air downwards. [16] Method according to claim 15, wherein the auxiliary rotors (300) are provided such that, while they are located at a distance within 0.002 times a length of the vehicle body from the center of gravity of the vehicle body in a longitudinal direction, they coincide with the center of gravity of the vehicle body in a transverse direction. [17] The method of claim 15, further comprising: Charging the battery (500) or the auxiliary power supply of the main rotor (700) by operating the motor (100) when the charge level of the battery (500) is low; and Drive at least one of the auxiliary motors by moving the clutch (140) into the engaged position if the driving force of the main rotors (700) is insufficient or at least one of the main rotors (700) has a malfunction.

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