Power system control system and method of vertical take-off and landing air transport vehicle

Abstract

This invention relates to a power system control system and method for vertical takeoff and landing (VTOL) airborne vehicles. A power system control system for VTOL airborne vehicles used in urban air traffic is provided. The power system of the VTOL airborne vehicle is a hybrid power system, wherein the output shaft of the rotor drive motor is directly connected to the rotor, a battery is connected to the rotor drive motor to supply power to it, and an engine and generator are connected to the battery to charge it. During each flight phase of the VTOL airborne vehicle, the drive of the engine and generator is controlled based on the required power of the motors and the state of charge (SOC) of the battery, thereby maintaining the battery SOC at a constant predetermined level or higher.

Description

Technical Field

[0001] This invention relates to a power system control system and method for vertical takeoff and landing (VTOL) air vehicles, and more specifically to a power system control system and method for VTOL air vehicles used in urban air traffic, wherein during flight of the air vehicle, in addition to the electric motor, the remaining battery charge is maintained at a predetermined level or higher using the power of the engine and generator. Background Technology

[0002] In recent years, urban air mobility (UAM) has been researched and developed for future transportation systems. Research and development projects in urban air mobility include vertical take-off and landing (VTOL) air vehicles utilizing rotors or propellers.

[0003] like Figure 1 As shown, the vertical takeoff and landing (VTOL) airborne vehicle 100 is an airborne vehicle capable of vertical takeoff and landing and flight using rotors or propellers. The VTOL airborne vehicle basically includes a main body 110 for seating passengers, wings 120 formed on opposite sides of the main body 100, and propeller-type rotors 130 rotatably mounted on the outer ends of each wing 120 to generate substantial lift.

[0004] Additionally, the power system used to drive the vertical takeoff and landing airborne vehicle can be configured as an internal combustion engine power system, in which the output shaft of engine 20 is directly connected to rotor 130, such as... Figure 2 As shown, or configured as an electric power system, wherein the output shaft of the rotor drive motor 10 is directly connected to the rotor 130, and the battery 40 is connected to the motor 10 to provide power to the motor, such as Figure 3 As shown.

[0005] like Figure 1 As shown, the overall flight process of the vertical takeoff and landing airborne vehicle includes: (1) takeoff preparation steps, (2) vertical takeoff steps to ascend to a predetermined altitude, (3) hovering steps to temporarily stop in preparation for horizontal flight, (4) transition steps to horizontal flight altitude, (5) acceleration steps to accelerate to horizontal flight speed, (6) cruise steps to cruise to the destination at a predetermined speed, (7) deceleration steps to decelerate and land after approaching the destination, (8) transition steps to vertical landing altitude, (9) hovering steps to temporarily stop in preparation for vertical landing, (10) vertical landing steps to descend to the destination, and (11) vertical landing completion steps.

[0006] Generally, the required power of the engine or motor for driving the aerial vehicle is the highest in the steps of the entire flight of the aerial vehicle, the vertical take-off step, the vertical landing step, the hovering step, and the transition step. In particular, for the vertical take-off and landing aerial vehicle equipped with an electric powertrain, the available output power of the motor using the battery power is high in the take-off step in which the state of charge (SOC) of the battery is sufficient, but is low in the landing step after the cruising step in which the battery is continuously discharged. As a result, the output of the motor is insufficient, and the flight control of the aerial vehicle is negatively affected.

[0007] Therefore, in order to maintain the SOC of the battery at a predetermined level or more throughout the flight of the aerial vehicle, the capacity of the battery installed in the aerial vehicle can be increased. However, the weight of the aerial vehicle can be increased, and the cost can be increased.

[0008] The above information disclosed in this section is only for the purpose of enhancing the understanding of the background of the invention, and therefore it can contain information that is not prior art known to those of ordinary skill in the art in the country to which this patent application pertains. SUMMARY

[0009] The present invention is directed to solving the above problems associated with the prior art.

[0010] An object of the present invention is to provide a powertrain control system and method for a vertical take-off and landing aerial vehicle for urban air mobility, in which the powertrain of the vertical take-off and landing aerial vehicle is a hybrid powertrain in which an output shaft of a rotor drive motor is directly connected to a rotor, a battery is connected to the rotor drive motor to supply power thereto, and an engine and a generator are connected to the battery to charge the battery, in which, in each flight step of the vertical take-off and landing aerial vehicle, the driving of the engine and the generator is controlled based on the required power of the motor and the SOC of the battery, so that the SOC of the battery is constantly maintained at a predetermined level or more.

[0011] The object of the present invention is not limited to the above, and other unmentioned objects of the present invention will be clearly understood by those of ordinary skill in the art (hereinafter referred to as "ordinary skilled person") from the following description.

[0012] To achieve this object, in one aspect, the present application provides a powertrain control system of a vertical take-off and landing aerial vehicle, the powertrain control system including: a rotor driving motor directly connected to a rotor of the vertical take-off and landing aerial vehicle; a battery connected to the rotor driving motor to supply power to the motor; a generator connected to the battery to charge the battery; an engine connected to the generator to transmit power to the generator; and a control device configured to control driving of the engine and the generator to charge the battery, and determine whether the vertical take-off and landing aerial vehicle performs take-off standby and landing standby.

[0013] The control device can include: a flight controller configured to provide required power of the motor and information on a current flight step of the vertical take-off and landing aerial vehicle; a battery controller configured to provide information on SOC of the battery, information on a battery discharge limit, and information on a battery charge limit; an engine controller configured to provide a catalyst heating request signal, an oxygen sensor diagnosis request signal, and information on a current RPM (revolutions per minute) of the engine; a generator controller configured to provide information on a generator torque limit and information on an RPM of the generator; a main controller configured to control driving of the engine and the generator based on the information provided by the flight controller, the battery controller, the engine controller, and the generator controller, and determine take-off permission or take-off standby of the vertical take-off and landing aerial vehicle, or determine landing permission or landing standby of the vertical take-off and landing aerial vehicle.

[0014] The main controller can include: an engine driving mode determination unit configured to determine an engine driving mode as one of engine stop, engine passive running, engine idle, engine partial load, and engine full load; an engine driving amount calculation unit configured to calculate a target torque of the engine and a target RPM of the engine for charging the battery; a required engine torque determination unit configured to determine fuel injection permission to the engine, an engine torque command, catalyst heating permission, and engine self-diagnosis permission; a required generator torque determination unit configured to determine a generator torque command; and a take-off and landing standby request unit configured to determine take-off standby or landing standby of the vertical take-off and landing aerial vehicle.

[0015] When the required power of the motor is greater than or equal to a predetermined level, the engine drive mode determination unit can be configured to determine the engine drive mode as engine partial load or engine full load such that the output of the engine helps to charge the battery. When the SOC of the battery is determined to be less than or equal to a reference value or the battery discharge limit is determined to be less than or equal to a reference value, the engine drive mode determination unit can be configured to determine the engine drive mode as engine partial load or engine full load such that the battery is charged according to the drive of the engine,

[0016] When there is a catalyst heating request signal, the engine drive mode determination unit can be configured to determine the engine drive mode as engine idle such that the catalyst is heated to a predetermined temperature or higher before takeoff. When there is an oxygen sensor diagnosis request signal for engine self-diagnosis, the engine drive mode determination unit can be configured to determine the engine drive mode as engine passive running.

[0017] The required engine torque determination unit can be configured to, when the engine drive mode is determined as engine partial load or engine full load, send a signal for determining permission to inject fuel to the engine and an engine torque command to the engine controller in conjunction with the current RPM of the engine, the engine torque command being configured such that the torque and RPM of the engine reach the target torque and RPM of the engine and at the same time are adjusted to be less than the generator torque limit.

[0018] The required engine torque determination unit can be configured to, when the engine drive mode is determined as engine idle, send a signal for determining permission to inject fuel to the engine and a signal for catalyst heating permission to the engine controller in conjunction with the current RPM of the engine. The required engine torque determination unit can be configured to, when the engine drive mode is determined as engine passive running, send a signal for engine self-diagnosis permission to the engine controller in conjunction with the current RPM of the engine.

[0019] The takeoff standby request unit can be configured to send a takeoff standby signal to the flight controller when the SOC of the battery is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, or catalyst heating is being performed in the engine idle state. The takeoff standby request unit can be configured to send a landing standby signal to the flight controller when the SOC of the battery is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, or there is no fuel injection when the RPM of the engine is less than or equal to a reference value.

[0020] To achieve this goal, in another aspect, the present invention provides a power system control method for a vertical takeoff and landing (VTOL) airborne vehicle. The power system control method includes: determining the current flight step of the VTOL airborne vehicle; sequentially executing an engine drive mode determination step, an engine drive quantity calculation step, a required engine torque determination step, and a required generator torque determination step for the determined flight step, so as to drive the engine; driving the generator according to the engine drive, and using the electricity generated by the generator to charge the battery.

[0021] When the engine drive mode for a given flight step is determined to be either partial engine load or full engine load, the target torque and target RPM of the engine are calculated, the fuel injection permission and engine torque command are determined, and the generator can be driven according to the engine drive, and the power generated by the generator can be used to charge the battery.

[0022] When the current flight sequence is determined to be a takeoff preparation sequence, the engine drive mode determination step, engine drive quantity calculation step, required engine torque determination step, and required generator torque determination step can be executed sequentially. Then, the step of determining whether to proceed with takeoff standby can be executed. If a catalyst heating request signal exists during the engine drive mode determination step, the engine drive mode can be determined to be engine idling, and the catalyst can be heated to a predetermined temperature or higher before takeoff.

[0023] When the battery's SOC is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, or catalyst heating is being continuously performed during the step of determining whether to take off and standby, a take-off standby request signal can be sent from the main controller to the flight controller, so that the vertical take-off and landing airborne vehicle remains in take-off standby state.

[0024] Furthermore, when the current flight sequence is determined to be a cruise sequence or a takeoff preparation sequence and an oxygen sensor diagnostic request signal for engine self-diagnosis is present, the engine drive mode can be set to passive engine operation, and engine self-diagnosis for analyzing the oxygen sensor detection signal can be performed. When the current flight sequence is determined to be a cruise sequence approaching the destination, the engine drive mode determination step, engine drive quantity calculation step, required engine torque determination step, and required generator torque determination step can be performed sequentially, and then the step of determining whether to land and standby can be performed.

[0025] When the battery's SOC is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, the engine's RPM is less than or equal to a reference value, or no fuel is being injected during the landing standby procedure, a landing standby request signal can be sent from the main controller to the flight controller, so that the vertical takeoff and landing airborne vehicle remains in the landing standby state.

[0026] Other aspects and preferred embodiments of the invention are discussed below. Attached Figure Description

[0027] The above and other features of the invention will be described in detail with reference to certain exemplary embodiments of the invention shown in the accompanying drawings, which are given illustratively only and are therefore non-limiting to the invention, and wherein:

[0028] Figure 1 This is a schematic diagram illustrating a vertical takeoff and landing air vehicle used for urban air traffic and its flight procedures;

[0029] Figure 2 This is a schematic diagram illustrating an internal combustion engine power system used in vertical takeoff and landing airborne vehicles;

[0030] Figure 3 This is a schematic diagram illustrating an electric power system applied to vertical takeoff and landing airborne vehicles;

[0031] Figure 4 This is a schematic diagram illustrating a hybrid propulsion system according to the present invention applied to a vertical takeoff and landing airborne vehicle;

[0032] Figure 5 This is a schematic diagram showing the control equipment of the power system control system of the vertical take-off and landing airborne vehicle according to the present invention;

[0033] Figures 6 to 9 This is a flowchart illustrating the power system control method of a vertical takeoff and landing airborne vehicle according to the present invention.

[0034] It should be understood that the accompanying drawings are not necessarily drawn to scale, but are illustrated in a simplified manner to show various preferred features to illustrate the basic principles of the invention. Specific design features of the invention disclosed herein (including, for example, specific dimensions, orientations, positions, and shapes) will be determined in part by the specific application and environment in which they are to be used.

[0035] Throughout these figures, the same reference numerals denote the same or equivalent parts of the invention. Detailed Implementation

[0036] It should be understood that the term "vehicle" or "of a vehicle" or other similar terms used herein include general motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, and various commercial vehicles, boats including various vessels and ships, and aircraft, etc., and include hybrid vehicles, electric vehicles, internal combustion engine vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from non-fossil energy sources).

[0037] While the exemplary embodiments are described as utilizing multiple units to perform exemplary processes, it should be understood that the exemplary processes can also be performed by one or more modules. Furthermore, it should be understood that the term "controller / control unit" refers to a hardware device including a memory and a processor, specifically programmed to perform the processes described herein. The memory is configured to store modules, and the processor is specifically configured to execute the modules to perform one or more processes described further below.

[0038] Furthermore, the control logic of the present invention can be implemented as a non-volatile computer-readable medium on a computer-readable medium, comprising executable program instructions that are executed by a processor, controller / control unit, etc. Examples of computer-readable media include, but are not limited to, ROM, RAM, optical disc (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer-readable recording medium can also be distributed across a network-connected computer system, enabling the computer-readable medium to be stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0039] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a,” “an,” and “described” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated features, values, steps, operations, elements, and / or components, but do not exclude the presence or inclusion of one or more other features, values, steps, operations, elements, components, and / or groups thereof. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0040] Unless otherwise stated or obvious from the context, the term "approximately" as used herein is understood to mean within the normal tolerances in the field, such as within 2 standard deviations of the mean. "Approximately" can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the specified value. Unless the context clearly indicates otherwise, all numerical values ​​provided herein are modified by the term "approximately".

[0041] In the following, preferred embodiments of the invention will be described in detail with reference to the accompanying drawings.

[0042] Figure 4 This is a schematic diagram illustrating a hybrid propulsion system according to the present invention applied to a vertical takeoff and landing airborne vehicle.

[0043] likeFigure 4 As shown, the power system of the vertical takeoff and landing airborne vehicle according to the present invention is a hybrid power system. The output shaft of the rotor drive motor 10 is directly connected to the rotor 130 to transmit power to the rotor 130. The battery 40 is connected to the rotor drive motor 10 to provide power to the rotor drive motor 10. The engine 20 and the generator 30, which are connected in series with each other, are connected to the battery 40 to charge the battery.

[0044] More specifically, generator 30 is connected to battery 40 to charge the battery, and engine 20 is connected to generator 30 to transmit power to it. When rotor drive motor 10 is driven by electricity from battery 40, rotor 130 connected to the output shaft of motor 10 rotates, thereby enabling the entire flight process of the vertical takeoff and landing airborne vehicle. Additionally, battery 40 can be charged by driving engine 20 and generator 30.

[0045] At this point, as mentioned above... Figure 1 The entire flight process of a vertical takeoff and landing (VTOL) air vehicle using a hybrid power system may include: (1) a takeoff preparation step, (2) a vertical takeoff step of ascending vertically to a predetermined altitude, (3) a hovering step of temporarily stopping to prepare for horizontal flight, (4) a transition step of moving to a horizontal flight altitude, (5) an acceleration step of accelerating to a horizontal flight speed, (6) a cruise step of cruising to the destination at a predetermined speed, (7) a deceleration step of decelerating and landing after approaching the destination, (8) a transition step of moving to a vertical landing altitude, (9) a hovering step of temporarily stopping to prepare for vertical landing, (10) a vertical landing step of descending vertically to the destination, and (11) a vertical landing completion step.

[0046] The present invention is characterized in that, throughout the flight of the vertical takeoff and landing (VTOL) airborne vehicle, the generator 30 charges the battery 40 with electricity generated by the drive of the engine 20 (which is based on the motor's required power and the battery's state of charge (SOC)), thereby maintaining the battery's SOC at a predetermined level or higher. Therefore, the powertrain control system according to the present invention may include a control device 200 for controlling the drive of the engine and generator based on the motor's required power and the battery's SOC.

[0047] Figure 5 This is a schematic diagram illustrating the control equipment of the power system control system of a vertical takeoff and landing (VTOL) aerial vehicle according to the present invention. Figure 5 As shown, the control device 200 may include: a main controller 210 (which is the top-level controller), a flight controller 220, a battery controller 230, an engine controller 240, and a generator controller 250, or may be composed of a single integrated controller.

[0048] The flight controller 220, configured to operate the rotor drive motor 10 and the flight process, can be configured to provide the main controller 210 with the required power for the motor (the required power for the rotor drive motor) and information about the current flight step (which is one of the steps (1) to (11) of the entire flight process of the vertical take-off and landing airborne vehicle), and to receive take-off standby or landing standby commands from the main controller 210.

[0049] The battery controller 230 can be configured to provide the main controller 210 with information about the battery's SOC, information about the battery discharge limit DchLmt, and information about the battery charge limit ChgLmt. The engine controller 240 can be configured to provide the main controller 210 with a catalyst heating (CH) request signal (provided when the temperature of the catalyst used to purge engine exhaust is less than or equal to a reference value), an oxygen sensor diagnostic request signal for engine self-diagnosis, and information about the engine's current RPM, and to receive from the main controller 210 an engine fuel injection permission signal, an engine torque command, a catalyst heating permission signal for purging engine exhaust, and an engine self-diagnosis permission signal.

[0050] Generator controller 250 can be configured to provide the main controller 210 with information about the generator torque limit Lmt and the generator RPM, and to receive generator torque commands from the main controller 210. The main controller 210 can be configured to control the drive of the engine and generator based on information provided by the flight controller 220, battery controller 230, engine controller 240, and generator controller 250, and to determine takeoff clearance or takeoff standby, or landing clearance or landing standby.

[0051] Therefore, the main controller 210 may include an engine drive mode determination unit 211, an engine drive quantity calculation unit 212, a required engine torque determination unit 213, a required generator torque determination unit 214, and a take-off and landing standby request unit 215.

[0052] The engine drive mode determination unit 211 can be configured to determine the engine drive mode as one of the following based on information provided by the flight controller 220 regarding the required power of the motor and information regarding the current flight sequence, information provided by the battery controller 230 regarding the battery's SOC and information regarding the battery discharge limit DchLmt, and information provided by the engine controller 240 regarding the catalyst heating (CH) request signal and the oxygen sensor diagnostic request signal.

[0053] For example, when determining the engine drive mode, if the required power of the motor in the current flight step is determined to be greater than or equal to a predetermined level, the engine drive mode determination unit 211 can be configured to determine the engine drive mode as engine partial load (where the maximum engine torque is output when the engine is driven under the condition that the engine λ (theoretical air-fuel ratio) < 1) or engine full load (where the maximum possible engine torque is output), thereby taking into account the fact that the battery discharge is increasing, and the engine output helps to charge the battery.

[0054] Alternatively, when determining the engine drive mode, if the battery SOC is determined to be less than or equal to a reference value or the battery discharge limit is determined to be less than or equal to a reference value, the engine drive mode determination unit 211 can be configured to determine the engine drive mode as either engine partial load or engine full load, such that the battery is charged by driving the generator according to the engine drive.

[0055] Additionally, when determining the engine drive mode, if a catalyst heating (CH) request signal is present, the engine drive mode determination unit 211 can be configured to determine the engine drive mode as engine idling, so that the catalyst is heated to a predetermined temperature or higher before takeoff. Alternatively, when determining the engine drive mode, if an oxygen sensor diagnostic request signal for engine self-diagnosis is present, the engine drive mode determination unit 211 can be configured to: determine the engine drive mode as passive engine operation in conjunction with the engine's current RPM, and send a signal for engine self-diagnosis authorization to the engine controller 240.

[0056] The engine drive quantity calculation unit 212 (which is configured to calculate the engine drive quantity for charging the battery) can be configured to: calculate the target torque of the engine for charging the battery and the target RPM of the engine based on the engine drive mode determined by the engine drive mode determination unit 211, the information on the required power of the motor provided by the flight controller 220, the information on the SOC of the battery provided by the generator controller 250, the information on the battery charging limit ChgLmt, the information on the battery discharging limit DchLmt, and the information on the generator torque limit Lmt.

[0057] For example, when the required power of the motor is greater than or equal to a predetermined level of increase in battery discharge, the battery's SOC is less than or equal to a reference value, or the battery discharge limit is less than or equal to a reference value, and the engine drive mode is determined to be one of engine idling, engine partial load, and engine full load, the engine drive quantity calculation unit 212 can be configured to calculate the target torque of the engine used to drive the generator and the target RPM of the engine, so that the battery is charged by driving the generator.

[0058] The required engine torque determination unit 213 can be configured to determine the permission to inject fuel into the engine, the engine torque command, the catalytic converter heating (CH) permission, and the engine self-diagnostic permission based on the engine drive mode determined by the engine drive mode determination unit 211, the target torque and RPM of the engine calculated by the engine drive quantity calculation unit 212, the current RPM of the engine provided by the engine controller 240, and the generator torque limit Lmt provided by the generator controller 250.

[0059] For example, the required engine torque determination unit 213 can be configured to: when the engine drive mode is determined to be partial engine load or full engine load, in conjunction with the engine's current RPM (e.g., about 50 RPM to 900 RPM), send a signal for determining the permission to inject fuel into the engine to the engine controller 240, and send an engine torque command to the engine controller 240, the engine torque command being configured to make the engine torque and RPM reach the engine's target torque and RPM and simultaneously adjust to be less than the generator torque limit.

[0060] Alternatively, the required engine torque determination unit 213 can be configured to, when the engine drive mode is determined to be engine idling, send a signal for determining fuel injection permission to the engine to the engine controller 240, and a signal for catalyst heating (CH) permission to the engine controller 240, in conjunction with the engine's current RPM (e.g., approximately 50 RPM to 900 RPM). Alternatively, the required engine torque determination unit 213 can be configured to, when the engine drive mode is determined to be engine passive operation, send a signal for engine self-diagnostic permission to the engine controller 240, in conjunction with the engine's current RPM (e.g., approximately 50 RPM to 900 RPM).

[0061] The required generator torque determination unit 214 can be configured to: determine the generator torque command based on the information about the engine torque command determined by the required engine torque determination unit 213, the information about the target torque and RPM of the engine calculated by the engine drive quantity calculation unit 212, and the information about the RPM of the generator provided by the generator controller 250, and send the determined generator torque command to the generator controller 250.

[0062] The takeoff and landing standby request unit 215 can be configured to send a takeoff standby signal to the flight controller 220 when the battery's SOC is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, or catalyst heating is being performed while the engine is idling. Furthermore, the takeoff and landing standby request unit 215 can be configured to send a landing standby signal to the flight controller 220 when the battery's SOC is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, or there is no fuel injection when the engine's RPM is less than or equal to a reference value.

[0063] The following text will describe the power system control method of the vertical takeoff and landing airborne vehicle constructed as described above.

[0064] The control method according to the present invention may include: a step of determining the current flight sequence of a vertical takeoff and landing airborne vehicle; a step of sequentially executing an engine drive mode determination step, an engine drive quantity calculation step, a required engine torque determination step, and a required generator torque determination step to drive the engine for the determined flight sequence; and a step of driving the generator according to the engine drive and using the electricity generated by the generator to charge the battery.

[0065] Figure 6 This is a flowchart illustrating the power system control method of a vertical takeoff and landing (VTOL) airborne vehicle according to the present invention in the takeoff standby state. First, the current flight step of the VTOL airborne vehicle can be determined, and the current flight step can be determined as the takeoff preparation state. For example, when the flight controller 220 provides the main controller 210 with information about the current flight step of one of the steps (1) to (11) constituting the overall flight process of the VTOL airborne vehicle, the main controller 210 can be configured to determine the current flight step as step (1), i.e., the takeoff preparation step.

[0066] In response to determining that the current flight step is a takeoff preparation step (S101), the main controller 210 can be configured to sequentially execute the engine drive mode determination step (S102), the engine drive quantity calculation step (S103), the required engine torque determination step (S104), and the required generator torque determination step (S105). Additionally, to determine whether to proceed with takeoff standby, the main controller 210 sequentially executes the steps of comparing the battery's SOC with a reference value A (S106), comparing the battery discharge limit DchLmt with a reference value B (S107), and determining whether catalyst heating CH has been completed (S108).

[0067] If the battery's SOC is less than or equal to the reference value as the comparison result of step S106, the battery's discharge limit is less than or equal to the reference value as the comparison result of step S107, or catalyst heating is being continuously performed as the determination result of step S108, the takeoff and landing standby request unit 215 of the main controller 210 sends a takeoff standby request signal to the flight controller 220 (S109). As a result, the vertical takeoff and landing airborne vehicle continues to remain in the takeoff standby state until the catalyst heating is completed and the battery's SOC reaches its maximum value.

[0068] At this point, when the catalyst temperature is lower than the reference value, it can be determined that catalyst heating is being continuously performed while the engine is idling, and when the catalyst temperature is greater than or equal to the reference value, it can be determined that catalyst heating has been completed.

[0069] Furthermore, in the engine drive mode determination step (S102), the engine drive mode can be determined as partial load or full load of the engine that can help charge the battery. In the engine drive amount calculation step (S103), the target torque of the engine for charging the battery and the target RPM of the engine can be calculated. In the required engine torque determination step (S104), the fuel injection permission to the engine and the engine torque command can be determined, thereby continuously driving the engine to charge the battery.

[0070] The generator can be driven by the engine, and the electricity generated by the generator can be used to charge the battery, thereby allowing the battery's SOC to reach its maximum value.

[0071] In addition, in the engine drive mode determination step (S102), if there is a catalyst heating (CH) request signal when determining the engine drive mode, the engine drive mode can be determined to be engine idling, so that the catalyst is heated to a predetermined temperature or higher before takeoff, and when the temperature of the catalyst is greater than or equal to the reference value, it can be determined that the catalyst heating has been completed.

[0072] Therefore, in response to determining that the battery's SOC exceeds the reference value, the battery discharge limit exceeds the reference value, and the catalyst heating has been completed, the main controller 210 can be configured to send a takeoff clearance signal (S110) to the flight controller 220, thereby initiating the takeoff procedure for the vertical takeoff and landing airborne vehicle.

[0073] Figure 7 This is a flowchart illustrating the power system control method of a vertical takeoff and landing airborne vehicle according to the present invention, from the vertical takeoff step to the acceleration step.

[0074] Since the rotor drive motor, which utilizes battery power, has the highest required output in the entire flight process of a vertical takeoff and landing (VTOL) vehicle, during the steps of (2) vertical takeoff to a predetermined altitude, (3) hovering to prepare for horizontal flight, (4) transition to horizontal flight altitude, and (5) acceleration to horizontal flight speed, the engine output continuously helps to charge the battery.

[0075] Therefore, in response to determining that the current flight steps are steps (2) to (5) (S201), the main controller 210 can be configured to execute again: the engine drive mode determination step (S202), the engine drive amount calculation step (S203), the required engine torque determination step (S204), and the required generator torque determination step (S205).

[0076] In the engine drive mode determination step (S202), the engine drive mode can be determined as partial engine load or full engine load, which can help charge the battery. In the engine drive quantity calculation step (S203), the target torque and target RPM of the engine for charging the battery can be calculated. In the required engine torque determination step (S204), the fuel injection permission and engine torque command can be determined, thereby continuously driving the engine to charge the battery. Therefore, the generator is driven according to the engine drive, and the power generated by the generator is used to charge the battery, thereby keeping the battery's SOC constantly at a predetermined level or higher.

[0077] Furthermore, during the cruise phase (6) at a predetermined speed to the destination (which is one of the steps in the entire flight process of a vertical takeoff and landing airborne vehicle), the power required by the motors is low due to the lift of the fixed wings, thus allowing for engine self-diagnosis. Engine self-diagnosis can also be performed during the takeoff standby phase.

[0078] Therefore, when the engine controller 240 provides an oxygen sensor diagnostic request signal for engine self-diagnosis to the main controller 210, the engine drive mode determination unit 211 of the main controller 210 can be configured to determine the engine drive mode as passive engine operation, causing the engine to rotate via the generator. Thus, when battery power is supplied to the generator and the generator is driven, the engine rotates via the generator even when the engine is not ignited, thereby supplying fresh air only to the engine combustion chamber.

[0079] Therefore, when an oxygen sensor installed at a predetermined location on the engine detects the amount of fresh air introduced into the engine and sends the detected signal to the main controller 210, the main controller 210 can be configured to analyze the detected oxygen sensor signal to determine whether the amount of fresh air is lean or abundant. In response to determining that the amount of fresh air is abundant, a process of activating a warning light can be executed, the warning light indicating that it is necessary to check the engine.

[0080] Figure 8 This is a flowchart illustrating the power system control method of a vertical takeoff and landing airborne vehicle according to the present invention during the cruise phase.

[0081] During the cruise phase (6), which involves cruising to the destination at a predetermined speed (one of the steps constituting the entire flight process of a vertical takeoff and landing (VTOL) vehicle), the motors require relatively little power due to the lift generated by the fixed wings. However, as the VTOL vehicle approaches its destination via the cruise phase, the engine output is used to charge the battery to maintain the battery's State of Charge (SOC) at or above the reference value.

[0082] Therefore, in response to determining that the current flight step is step (6), namely the step of cruising to the destination (S301), the main controller 210 can be configured to execute again: the engine drive mode determination step (S302), the engine drive quantity calculation step (S303), the required engine torque determination step (S304), and the required generator torque determination step (S305). In addition, in order to determine whether to land and standby, the main controller 210 sequentially executes the steps of comparing the battery SOC with the reference value C (S306), comparing the battery discharge limit DchLmt with the reference value D (S307), and comparing the engine RPM with the reference value E and simultaneously determining whether to inject fuel (S308).

[0083] When the battery's SOC is less than or equal to the reference value as the comparison result of step S306, the battery discharge limit is less than or equal to the reference value as the comparison result of step S307, or the engine's RPM is less than or equal to the reference value E, or it is determined that fuel injection will not be performed as the comparison and determination result of step S108, the takeoff and landing standby request unit 215 of the main controller 210 can be configured to send a landing standby request signal to the flight controller 220 (S309), thereby keeping the vertical takeoff and landing airborne vehicle continuously in the landing standby state.

[0084] At this time, in the engine drive mode determination step (S302), the engine drive mode can be determined as partial load or full load of the engine that can help charge the battery. In the engine drive amount calculation step (S303), the target torque of the engine for charging the battery and the target RPM of the engine can be calculated. In the required engine torque determination step (S304), the fuel injection permission to the engine and the engine torque command can be determined, thereby continuously driving the engine to charge the battery.

[0085] The generator can be driven by the engine, and the power generated by the generator can be used to charge the battery, thereby allowing the battery's SOC to reach its maximum value. Therefore, in response to determining that the battery's SOC exceeds a reference value, the battery discharge limit exceeds a reference value, and fuel injection is performed when the RPM of the engine used to charge the battery exceeds a reference value E, the main controller 210 can be configured to send a landing clearance signal (S310) to the flight controller 220, thereby allowing the vertical takeoff and landing airborne vehicle to enter the landing procedure.

[0086] Figure 9 This is a flowchart illustrating the power system control method of a vertical take-off and landing airborne vehicle according to the present invention, from the deceleration step to the vertical landing completion step.

[0087] Since the rotor drive motors, which utilize battery power, require the highest output in the entire flight process of a vertical takeoff and landing (VTOL) vehicle, the engine output continuously helps to charge the battery. This is because the deceleration step (7) slows down and lands after approaching the destination, the transition step (8) moves to the vertical landing altitude, the hovering step (9) temporarily stops to prepare for vertical landing, the vertical landing step (10) descends vertically to the destination, and the vertical landing completion step (11) utilize battery power.

[0088] Therefore, in response to determining that the current flight step is steps (7) to (11) (S401), the main controller 210 can be configured to execute again: the engine drive mode determination step (S402), the engine drive amount calculation step (S403), the required engine torque determination step (S404), and the required generator torque determination step (S405).

[0089] In the engine drive mode determination step (S402), the engine drive mode can be determined as partial engine load or full engine load, which can help charge the battery. In the engine drive amount calculation step (S403), the target torque and target RPM of the engine for charging the battery can be calculated. In the required engine torque determination step (S404), the fuel injection permission and engine torque command can be determined, thereby continuously driving the engine to charge the battery. Therefore, the generator is driven according to the engine drive, and the battery is charged using the electricity generated by the generator, thereby keeping the battery's SOC constantly at a predetermined level or higher.

[0090] In this invention, as described above, in each flight step of a vertical takeoff and landing (VTOL) air vehicle used for urban air traffic, the battery's state of charge (SOC) can be kept constant at a predetermined level or higher, thereby enabling stable flight of the VTOL air vehicle. Exhaust gases can be reduced by pre-flight catalyst heating, and engine self-diagnosis can be performed based on requested oxygen sensor diagnostics.

[0091] It is obvious from the above that the present invention can have the following effects.

[0092] First, the battery's SOC can be kept constant at a predetermined level or higher during each flight step of the vertical takeoff and landing (VTOL) airborne vehicle, thereby preventing insufficient battery SOC and insufficient motor output, thus enabling stable flight of the VTOL airborne vehicle.

[0093] Secondly, exhaust gases can be reduced by heating with a catalyst before takeoff.

[0094] Third, the engine can perform self-diagnosis based on a request for oxygen sensor diagnostics.

[0095] Fourth, the battery can be charged according to the drive of the engine and generator, thereby reducing the battery capacity and eliminating the need for a separate external charger connection, thus reducing costs.

[0096] The effects of this invention are not limited to those mentioned above; those skilled in the art will clearly understand from the above description other effects not mentioned.

[0097] It will be apparent to those skilled in the art that the present invention is not limited to the above-described embodiments and drawings, and that various substitutions, modifications and variations can be made without departing from the technical concept of the present invention.

Claims

1. A powertrain control system of a vertical take-off and landing aerial vehicle, comprising: a rotor drive motor directly connected to a rotor of the vertical take-off and landing aerial vehicle; a battery connected to the rotor drive motor to supply power to the rotor drive motor; a generator connected to the battery to charge the battery; an engine connected to the generator to transmit power to the generator; and a control device configured to control driving of the engine and the generator to charge the battery and determine whether the vertical take-off and landing aerial vehicle is in take-off standby or landing standby, wherein the control device includes a main controller configured to control driving of the engine and the generator based on information provided by a flight controller, a battery controller, an engine controller, and a generator controller, determine take-off permission or take-off standby of the vertical take-off and landing aerial vehicle, or determine landing permission or landing standby of the vertical take-off and landing aerial vehicle, wherein the main controller includes: an engine driving mode determination unit configured to determine an engine driving mode as one of engine stop, engine idling, engine idle running, engine partial load, and engine full load; an engine driving amount calculation unit configured to calculate a target torque of the engine and a target RPM of the engine for charging the battery; a required engine torque determination unit configured to determine fuel injection permission to the engine, an engine torque command, catalyst heating permission, and engine self-diagnosis permission; a required generator torque determination unit configured to determine a generator torque command; and a take-off and landing standby request unit configured to determine take-off standby or landing standby of the vertical take-off and landing aerial vehicle. the control device further includes:

2. The powertrain control system of the vertical takeoff and landing air vehicle of claim 1, wherein, the flight controller configured to provide required power of the rotor drive motor and information on a current flight step of the vertical take-off and landing aerial vehicle; the battery controller configured to provide information on a state of charge of the battery, information on a battery discharge limit, and information on a battery charge limit; the engine controller configured to provide a catalyst heating request signal, an oxygen sensor diagnosis request signal, and information on a current RPM of the engine; and the generator controller configured to provide information on a generator torque limit and information on an RPM of the generator.

3. The powertrain control system of the vertical take-off and landing aerial vehicle according to claim 1, wherein the engine driving mode determination unit is configured to determine the engine driving mode as the engine partial load or the engine full load so that an output of the engine helps to charge the battery when the required power of the rotor drive motor is greater than or equal to a predetermined level, the engine driving mode determination unit is configured to determine the engine driving mode as the engine partial load or the engine full load so that the generator is driven to charge the battery according to driving of the engine when the state of charge of the battery is determined to be less than or equal to a reference value or the battery discharge limit is determined to be less than or equal to a reference value, ​ The engine drive mode determination unit is configured to determine the engine drive mode as engine idle when there is a catalyst heating request signal, so that the catalyst is heated to a predetermined temperature or higher before takeoff, The engine drive mode determination unit is configured to determine the engine drive mode as engine passive operation when there is an oxygen sensor diagnosis request signal for engine self-diagnosis.

4. The drivetrain control system of the vertical takeoff and landing air vehicle of claim 1, wherein, The required engine torque determination unit is configured to send a signal for determining permission to inject fuel into the engine and an engine torque command to the engine controller in conjunction with the current RPM of the engine when the engine drive mode is determined as engine partial load or engine full load, the engine torque command being configured so that the torque and RPM of the engine reach the target torque and RPM of the engine and at the same time are adjusted to be less than the generator torque limit.

5. The drive train control system of a vertical takeoff and landing air vehicle of claim 1, wherein, The required engine torque determination unit is configured to send a signal for determining permission to inject fuel into the engine and a signal for catalyst heating permission to the engine controller in conjunction with the current RPM of the engine when the engine drive mode is determined as engine idle.

6. The drivetrain control system of the vertical takeoff and landing air vehicle of claim 1, wherein, The required engine torque determination unit is configured to send a signal for engine self-diagnosis permission to the engine controller in conjunction with the current RPM of the engine when the engine drive mode is determined as engine passive operation.

7. The drive train control system of a vertical takeoff and landing air vehicle of claim 1, wherein, The takeoff standby request unit is configured to send a takeoff standby signal to the flight controller when the state of charge of the battery is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, or catalyst heating is being performed in the engine idle state.

8. The drive train control system of a vertical takeoff and landing air vehicle of claim 1, wherein, The takeoff standby request unit is configured to send a takeoff standby signal to the flight controller when the state of charge of the battery is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, or there is no fuel injection when the RPM of the engine is less than or equal to a reference value.

9. A powertrain control method of a vertical takeoff and landing air vehicle, comprising: determining, by a controller, a current flight step of the vertical takeoff and landing air vehicle; sequentially performing, by the controller, an engine drive mode determination step, an engine drive amount calculation step, a required engine torque determination step, and a required generator torque determination step on the determined flight step in order to drive the engine; operating, by the controller, the generator according to the driving of the engine and charging the battery with the power generated by the generator, wherein, in the engine drive mode determination step, the engine drive mode is determined by the controller as one of engine stop, engine passive operation, engine idle, engine partial load, and engine full load; in the engine drive amount calculation step, the target torque of the engine for charging the battery and the target RPM of the engine are calculated by the controller; in the required engine torque determination step, permission to inject fuel into the engine, an engine torque command, catalyst heating permission, and engine self-diagnosis permission are determined by the controller; in the required generator torque determination step, a generator torque command is determined by the controller.

10. The method of vertical takeoff and landing aerial vehicle powertrain control of claim 9, wherein, When the engine driving mode is determined to be the engine partial load or the engine full load for the determined flight step, the target torque of the engine and the target RPM of the engine are calculated, the fuel injection permission to the engine and the engine torque command are determined, the generator is driven according to the driving of the engine, and the battery is charged with the electric power generated by the generator.

11. The method of vertical takeoff and landing aerial vehicle powertrain control of claim 9, wherein, When the current flight step is determined to be the takeoff preparation step, the engine driving mode determination step, the engine driving amount calculation step, the required engine torque determination step, and the required generator torque determination step are sequentially executed, and then the step of determining whether to wait for takeoff is executed.

12. The method of claim 11, wherein, When the catalyst heating request signal is present in the engine driving mode determination step, the engine driving mode is determined to be the engine idle, and the catalyst is heated to a predetermined temperature or higher before takeoff, When the state of charge of the battery is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, or the catalyst heating is being continuously performed in the step of determining whether to wait for takeoff, a takeoff waiting request signal is transmitted from the main controller to the flight controller, so that the vertical takeoff and landing aerial vehicle is maintained in the takeoff waiting state.

13. The method of vertical takeoff and landing aerial vehicle powertrain control of claim 9, wherein, When the current flight step is determined to be the cruise step or the takeoff preparation step and the oxygen sensor diagnosis request signal for the engine self-diagnosis is present, the engine driving mode is determined to be the engine passive running, and the engine self-diagnosis for analyzing the detection signal of the oxygen sensor is executed.

14. The method of claim 9, wherein, When the current flight step is determined to be the cruise step near the destination, the engine driving mode determination step, the engine driving amount calculation step, the required engine torque determination step, and the required generator torque determination step are sequentially executed, and then the step of determining whether to wait for landing is executed, When the state of charge of the battery is less than or equal to a reference value, the battery discharge limit is less than or equal to a reference value, the RPM of the engine is less than or equal to a reference value, or no fuel is injected in the step of determining whether to wait for landing, a landing waiting request signal is transmitted from the main controller to the flight controller, so that the vertical takeoff and landing aerial vehicle is maintained in the landing waiting state.

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