HYBRID AIR MOBILITY VEHICLE

Abstract

Hybrid airmobile, comprising the following: a motor (1) and a generator (2); a battery (3) and a drive motor (4) which is electrically connected to the generator (2); a first propeller (5) connected to the drive motor (4), and a second propeller (6) connected to the generator (2) via a coupling (7); and a control (8) that is set up: to control the drive of the motor (1), the clutch (7) and the drive motor (4) on the basis of a flight factor which includes at least one flight mode, a required power, a battery charge quantity or a surrounding flight environment of the hybrid air vehicle, wherein The flight mode includes hovering, cruise flight and taxiing. the required power needed during hovering or cruising flight is determined based on the airspeed of the hybrid air vehicle, and The surrounding flight environment includes: the population density of a flight area in which the hybrid aircraft flies, whether a safety zone exists in the flight area, the presence of a noise abatement facility, and the flight altitude of the hybrid aircraft. wherein, when the flight mode transitions from hovering to cruise flight and the battery charge is at its maximum charge level, the control (8) is set to operate the first propeller (5) and the second propeller (6) using power from the battery (3), and wherein the drive motor (4) is configured to drive the first propeller (5), and the generator is configured to drive the second propeller (6) via the coupling (7) which is configured to selectively connect the generator (2) to the second propeller (6), and where the control (8) is set up to determine, based on the battery charge level, that the battery (3) should be conserved: to operate the first propeller (5) by driving the drive motor (4) with the power of the battery (3), and to operate the second propeller (6) with power generated by the motor (1), which engages with the generator (2) via the coupling (7).

Description

AREA

[0001] The present disclosure relates to a hybrid air mobility vehicle (airmobile) that increases flight efficiency by improving the electrical energy efficiency of a battery. BACKGROUND

[0002] The information in this section provides only background information on the present invention and does not represent prior art.

[0003] Recently, an airmobile has been developed that can be used in various sectors, such as cargo containers, medical transport, and the like. Furthermore, this airmobile, which implements energy efficiency and stabilizes air mobility, has been developed and commercialized.

[0004] Such an air vehicle achieves its flight capability through propeller propulsion; however, it uses only a single battery to charge the propellers, which leads to limitations. Therefore, for long-range flight, a hybrid system is employed, utilizing both a combustion engine and a battery. This hybrid system powers the propellers using the battery's electrical energy and supplements the insufficient electrical power by having the combustion engine generate electricity.

[0005] However, since the combustion engine has the problem of generating loud noises during operation, and the airmobile is also intended to fly in city centers, people in the surrounding area may feel disturbed by the noise.

[0006] From WO 2020 / 137 103 A1, a hybrid airmobile is known, comprising an engine and a generator; a battery and a propulsion motor electrically connected to the generator; a first propeller connected to the propulsion motor and a second propeller connected to the generator via a coupling; and a control system configured to control the operation of the engine, the coupling and the propulsion motor on the basis of a flight factor which includes at least one flight mode, a required power, a battery charge quantity or an surrounding flight environment of the hybrid airmobile.

[0007] US Patent 2019 / 0256202A1 discloses a method and device for lifting a payload, wherein a first mechanical rotor is driven by an internal combustion engine. A portion of the mechanical work generated by the internal combustion engine is used to generate electrical energy, which is either stored in a battery or used to power an electric motor that drives a second rotor. The thrust generated by the mechanical and electric rotors is directed downwards to lift the payload.

[0008] US Patent 10,759,540 B2 discloses another example of a hybrid aircraft propulsion system comprising a plurality of propulsion units configured to supply electrical power to one or more electric buses; one or more drives; and one or more electric machines, each electric machine being configured to drive one of the drives using electrical power received from at least one of the electric buses. The foregoing is provided for background information only and is not intended to imply that the present invention falls within the scope of the prior art, which is already known to those skilled in the art. OVERVIEW

[0009] The purpose of the present disclosure is to provide a hybrid air vehicle that enables long-distance flight through the efficient propulsion of an internal combustion engine and a battery, and that reduces the inconvenience caused by noise by reducing the noise according to the flight environment.

[0010] The problem is solved by a hybrid air vehicle with the features of claim 1. Advantageous further developments are found in the dependent claims.

[0011] According to one embodiment of the invention, a hybrid air vehicle comprises: an engine and a generator; a battery and a drive motor electrically connected to the generator; a first propeller connected to the drive motor and a second propeller connected to the generator via a coupling; and a control system configured to control the drive of the engine, the coupling, and the drive motor, and to control the drive based on a flight factor that includes one or more flight modes, required power, battery charge level, or the surrounding flight environment of the hybrid air vehicle. The flight mode includes hovering, cruising, and taxiing (on the ground).The required power during hovering or cruise flight is determined by the hybrid air vehicle's airspeed. The surrounding flight environment includes the population density of the flight area, whether a safety zone exists within the flight area, the presence of noise abatement measures, and the hybrid air vehicle's flight altitude. When the flight mode transitions from hovering to cruise flight and the battery charge is at its maximum, the control system is configured to power the first and second propellers using battery power. The drive motor is configured to power the first propeller, and the generator is configured to power the second propeller via a coupling that allows for selective connection of the generator to the second propeller.The control system, when it determines that the battery should be conserved based on the battery charge level, is set up to operate the first propeller by driving the drive motor with the power of the battery, and to operate the second propeller with power generated by the motor, which is engaged with the generator via the coupling.

[0012] In the event that the flight mode is hovering and the battery charge is at its maximum charge level, the control system is set up to operate the first propeller by driving the drive motor with power from the battery.

[0013] In the event that the flight mode is hovering and the battery charge is equal to or greater than a set capacity, the control system is set up to operate the first propeller by driving the propulsion motor with power from the battery and power generated by the generator through the propulsion of the motor.

[0014] In the event that the population density of the flight area is equal to or higher than a reference population and the flight altitude is equal to or lower than a set altitude, the control system is set up to operate the first propeller by driving the propulsion motor with power from the battery.

[0015] In the event that the noise abatement device is present in the flight area, the control system is set up to operate the first propeller by driving the drive motor with the power of the battery and the power generated by the generator.

[0016] In the event that the flight area is the safe zone, the control system is set up to operate the first propeller by driving the drive motor with the power of the battery and the power generated by the generator.

[0017] In the event that the flight mode is hovering and the battery charge is less than a set capacity, the control system is set up to charge the battery with power generated by the generator by driving the motor and to power the drive motor.

[0018] The control system is configured to divide battery conservation according to the battery charge level and either drive the drive motor or charge the battery with the power generated by the generator by increasing the motor drive power as the battery charge level decreases. In one embodiment, if the control system is configured to conserve battery power, it controls the motor to increase the power generated by the generator relative to a certain battery charge level, such that the power generated by the generator via the motor increases as the battery charge level decreases.

[0019] In the event that the flight mode is cruise flight and the battery charge is equal to or greater than a set capacity, the control system is set up to operate the second propeller by engaging the clutch and to drive the generator with power from the battery.

[0020] In the event that the flight mode is cruise flight, the battery charge is equal to or greater than a set capacity, and the airspeed is equal to or greater than a high driving speed, the control system is set up to operate the second propeller using power from the battery and power from the motor by engaging the clutch (bringing the gears into mesh) and driving the motor.

[0021] The control system is designed to determine, depending on the battery charge, whether the battery should be conserved in order to operate the second propeller using the power of the motor drive by engaging the clutch and driving the motor if battery conservation is required.

[0022] In the event that the population density is equal to or higher than a reference population, or the flight altitude is equal to or lower than a set altitude, the control system is configured to operate the second propeller by engaging (gear meshing) the clutch and driving the generator with the battery's power. In one embodiment, the control system operates the clutch to mechanically connect the second propeller to the generator driven by the battery's power in order to operate the second propeller.

[0023] In the event that the flight mode is cruise flight, the battery charge is less than the set capacity, or in an emergency landing situation, the control system is set up to operate the second propeller by engaging (gear meshing with) the clutch and to charge the battery with power generated by the generator by increasing the power according to the engine drive.

[0024] In the event that the flight mode is taxiing, the control system is set up to operate the second propeller by engaging (gear meshing with) the clutch and to drive the generator using power from the battery.

[0025] In the event that the flight mode is taxiing and the battery charge is less than a set capacity, the control system is configured to power the second propeller by driving the motor. Several first propellers are provided on one wing of a missile to generate upward and downward thrust during takeoff and landing, and the second propeller is provided on one wing or tail of the missile to generate rearward thrust during flight.

[0026] The hybrid air vehicle, consisting of the structure described above, enables long-distance flight through the efficient propulsion of a motor and a battery, and reduces the inconvenience caused by noise by reducing the noise according to the flight environment.

[0027] Further areas of application will become apparent from the description presented here. It is understood that the description and the specific examples serve only for illustration and are not intended to limit the scope of protection according to the invention. DRAWING FIGURES

[0028] To better understand the revelation, various embodiments are now described by way of example, with reference to the accompanying drawings, in which: Fig. 1 a configuration diagram of a hybrid air vehicle according to an embodiment according to the invention; Fig. 2 is a view that includes the one in Fig. The hybrid air vehicle shown in Figure 1 demonstrates this; Fig. 3 and Fig. 4 are diagrams that illustrate a hover control system of the in Fig. 1 depicted hybrid air vehicles; Fig. 5 is a diagram showing control during hovering flight of the aircraft. Fig. 1. Hybrid air vehicle shown explained; Fig. 6 and Fig. 7 are diagrams that illustrate a cruise flight control system of the aircraft. Fig. 1. Explain the hybrid air vehicle shown; and Fig. Figure 8 is a diagram showing a rolling operation of the in Fig. 1. The hybrid air vehicle shown is explained.

[0029] The drawings described here serve only for illustration and are not intended to limit the scope of protection according to the invention in any way. DETAILED DESCRIPTION

[0030] The following description is merely exemplary and is not intended to limit the present invention, its application, or use. It is understood that in the drawings, corresponding reference numerals denote identical or corresponding parts and features.

[0031] A hybrid air vehicle according to an exemplary embodiment of the invention is described below with reference to the accompanying drawing figures.

[0032] Fig. Figure 1 is a configuration diagram of a hybrid air vehicle according to an exemplary embodiment of the invention, Fig. 2 is a view that includes the one in Fig. The hybrid air vehicle shown in Figure 1 demonstrates Fig. 3 and Fig. 4 are diagrams that illustrate a hover control system of the in Fig. 1. Explain the hybrid air vehicle shown, Fig. 5 is a diagram showing control during travel while hovering in Fig. 1. Hybrid air vehicle shown explained, Fig. 6 and Fig. 7 are diagrams that illustrate the driving control of the in Fig. 1. Explain the hybrid air vehicle shown, and Fig. Figure 8 is a diagram showing a rolling operation of the in Fig. 1. Hybrid air vehicle shown explained.

[0033] As in Fig. Figure 1 shows a hybrid air vehicle in an exemplary embodiment according to the invention comprising: a motor 1 and a generator 2, a battery 3 and a drive motor 4 which is electrically connected to the generator 2, a first propeller 5 which is connected to the drive motor 4, and a second propeller 6 which is connected to the generator 2 via a coupling 7, and a control unit 8 which is configured to control the drive of the motor 1, the coupling 7 and the drive motor 4 and to control the drive on the basis of a flight factor which includes one or more flight modes, a required power, a battery charge level or an surrounding flight environment.

[0034] In this case, engine 1 is an internal combustion engine that generates power by burning a fuel, and battery 3 stores electrical energy.

[0035] Generator 2 receives the power generated and transmitted by motor 1 and generates its own power, or is driven by the power transmitted by battery 3 and operates the second propeller 6 by generating rotational power. Specifically, generator 2 is connected to the second propeller 6 via coupling 7 and selectively transmits the rotational power of generator 2 to the second propeller 6, depending on whether the coupling 7 is engaged.

[0036] The drive motor 4 is supplied with power from the battery 3 or the power generated and transmitted by the generator 2 and operates the first propeller 5.

[0037] The configuration of the motor 1, generator 2, battery 3, coupling 7, and control unit 8 is provided within a missile body, as described above, and the first propeller 5 and the second propeller 6 are installed outside the missile body to generate thrust. Here, as for the first propeller 5 and the second propeller 6 in Fig. Figure 2 shows a plurality of first propellers 5 provided on the wing of the missile to generate thrust in the upward and downward direction during takeoff and landing of the missile, and the second propeller 6 is provided on the wing or tail of the missile to generate thrust to the rear during flight of the missile.

[0038] That is to say, the missile is, as in Fig. Figure 2 shows a missile equipped with a wing to generate lift during flight, and a plurality of first propellers 5 are provided on the wing to generate thrust in the upward and downward directions. The first propellers 5 are driven during takeoff and landing of the missile and generate thrust, causing the missile to move upwards. The second propeller 6 is provided on the wing or at the tail of the missile and generates thrust to the rear, causing the missile to move forwards. The second propeller 6 can, as described above, be mounted at the tail of the missile and enables the missile to fly forwards.

[0039] According to the present disclosure, the missile is therefore of a hybrid type, which utilizes the energy of the battery 3 or the power corresponding to the drive of the motor 1 and can perform a flight by driving the first propeller 5 and the second propeller 6.

[0040] In particular, the controller 8 controls the drive of motor 1, clutch 7, and drive motor 4, and controls the drive based on a flight factor, including one or more flight modes, required power, battery charge, or the surrounding flight environment. As described above, the controller 8 controls the drive of motor 1, clutch 7, and drive motor 4 based on various flight factors, so that optimized flight can be carried out according to the respective situation.

[0041] In one embodiment, the controller 8 can implement the flight modes hover, cruise, or taxi, and the required power is determined according to the airspeed required during hovering or cruise. Hovering corresponds to the case where the aircraft moves up and down or performs a hovering flight; cruise corresponds to the case where the aircraft flies forward and backward to a specific position; and taxiing corresponds to the case where the aircraft is in a state where it is preparing to land on the ground. Furthermore, the controller 8 determines whether the power of the battery 3 or the power of the motor 1 should be used by calculating the required power according to the airspeed.

[0042] Meanwhile, the surrounding flight environment encompasses the population density of a flight area, the existence of a safety zone within the flight area, the presence or absence of noise abatement facilities, and the flight altitude. Such information about the surrounding flight environment can be gathered through satellite data. As described above, the control system 8 manages the noise generated by the aircraft's flight in order to reduce it according to the environmental situation, based on the gathered information such as the population density of the flight area, the presence or absence of a safety zone within the flight area, the presence or absence of noise abatement facilities, and the flight altitude.

[0043] Based on this, the controller 8 efficiently distributes and utilizes the power of the battery and the power of the motor 1, taking into account the flight mode, battery charge and flight environment.

[0044] As in Fig. As shown in Figure 3, the controller 8 operates the first propeller 5 by driving the drive motor 4 with the power of the battery 3 when the flight mode is hovering and the battery charge is at its maximum. As described above, the battery charge is at its maximum during hovering, and when the drive motor 4 is driven solely by the power of the battery 3, the flight noise is reduced. That is, the drive motor 4 generates very little noise during its operation, and thus no noise-related disturbances occur during hovering. However, the aircraft consumes a lot of power while hovering, and the first propeller 5 is driven by the drive motor 4 solely by the power of the battery 3 in a state where the battery charge is at its maximum.The maximum charge level of the battery can be set so that the remaining amount is equal to or greater than 90%.

[0045] If, meanwhile, the flight mode is hovering and the battery charge is equal to or greater than a set capacity, the controller 8 operates the first propeller 5 by driving the drive motor 4 with the power generated by generator 2 via motor 1 and the power of battery 3. If, as described above, the battery charge is equal to or greater than the set capacity while the aircraft is hovering, generator 2 generates power corresponding to the power output of motor 1, and the drive motor 4 is driven by the power of battery 3 along with the corresponding power output, thereby reducing the consumption of the electrical energy stored in battery 3. The set capacity of the battery charge can be adjusted so that the remaining charge is equal to or greater than 20%.This means that a high amount of power is consumed while the missile is hovering, and if the propulsion motor 4 is only powered by the battery 3 in a state where part of the battery charge is depleted, too much of the power stored in the battery 3 may be consumed.

[0046] Accordingly, the control unit 8 operates the first propeller 5 by driving the drive motor 4 with the power generated by the generator 2 and the power of the battery 3 when the battery charge is equal to or greater than the set capacity in the hover state.

[0047] As in Fig. As shown in Figure 4, the controller 8 operates the first propeller 5 by driving the drive motor 4 with the power of the battery 3 when the population density in the flight area is equal to or higher than a reference population and the flight altitude is equal to or lower than a set altitude. This means that if the population density is equal to or higher than the reference population, noise from the aircraft may be a nuisance in the corresponding dwelling. In particular, if the aircraft is flying at a low altitude, the noise will be louder. Accordingly, the controller 8 drives the drive motor 4 with the power of the battery 3 to reduce the noise when the population density in the flight area is equal to or higher than the reference population and the flight altitude is equal to or lower than the set altitude.If the flight altitude is equal to or greater than the set altitude, the control unit 8 operates the first propeller 5 by driving the drive motor 4 with the power from the generator 2 by driving the motor 1 and the power of the battery 3.

[0048] If a noise-blocking device exists in the flight area, the control unit 8 operates the first propeller 5 by driving the drive motor 4 with the power generated by the generator 2 by driving the motor 1 and the power of the battery 3. The noise-blocking device can be a vertiport, and if the noise-blocking device exists even if the population density is equal to or higher than the reference population, the noise-blocking device blocks noise in the surrounding area, thus solving the problem of noise pollution.

[0049] If the flight area is a safe zone, the controller 8 operates the first propeller 5 by driving the drive motor 4 with the power generated by generator 2, which drives motor 1, and the power from battery 3. The safe zone can be an area where noise is not a problem, such as an uninhabited area or an airport. As described above, the controller 8 drives the drive motor 4 with the power generated by generator 2, which drives motor 1, and the power from battery 3 if the noise abatement device is present in the flight area or if the flight area is a safe zone, thus reducing the power consumption of battery 3.

[0050] As described above, during hovering flight, the efficiency of using the electrical energy of battery 3 is improved by selectively utilizing the drive of motor 1 or the power of battery 3 according to the battery charge. Furthermore, the inconvenience caused by flight noise in the surrounding area can be mitigated by selectively utilizing the drive of motor 1, taking the flight environment into account. If the flight mode is hovering and the battery charge is less than the set capacity, the controller 8 charges battery 3 with the power generated by generator 2 by driving motor 1 and drives the drive motor 4.If the battery charge is less than the set capacity, an anomaly occurs, as described above, not only in the propeller control according to the flight, but also in the primary power control. In this case, the controller 8 charges the battery 3 with the power generated by generator 2 by driving motor 1 and simultaneously drives the propulsion motor 4. To this end, the controller 8 can increase the power output according to the drive of motor 1 and operate the first propellers 5 with the power generated by generator 2 by driving motor 1, thus ensuring flight stability.

[0051] The following describes a control system after hovering in a state where the aircraft has reached a predetermined altitude.

[0052] As in Fig. As shown in Figure 5, the control unit 8 operates the first propellers 5 and the second propeller by driving the drive motor 4 and the generator 2 with the power of the battery 3 and engaging the clutch 7 when the flight mode is hovering and the battery charge is at its maximum. That is, since the aircraft is undergoing a transition from cruise flight to hovering, the control unit 8 operates the first propellers 5 and the second propeller 6 simultaneously. For this purpose, the control unit 8 transmits the rotational power of the generator 2 to the second propeller 6 by engaging (gear meshing) the clutch 7.

[0053] Furthermore, the controller 8 only powers the drive motor 4 with the power of the battery 3 when the battery charge is at its maximum level, in order to reduce flight noise. Such control by the controller 8 can also be carried out in a state where the operation of motor 1 is not possible.

[0054] Meanwhile, the controller 8 determines whether battery conservation mode should be implemented based on the battery charge level. In this case, the battery charge level can be equal to or greater than the set capacity. The controller 8 determines whether battery conservation mode should be implemented by calculating the current consumption of battery 3, the flight distance of the aircraft, and the remaining battery charge. These factors determine whether battery conservation mode should be implemented. As described above, if battery conservation mode is desired, the controller 8 operates the first propellers 5 by driving the drive motor 4 with the power from battery 3, and operates the second propeller 6 with the power from motor 1 by engaging clutch 7. This means that during the transition from hovering to cruise flight, both the first propellers 5 and the second propeller 6 are driven.In this case, the first propellers 5 are driven by the drive motor 4, to which the power of the battery 3 is transferred, and the second propeller 6 is driven by the transferred power according to the driving of the motor 1, thereby reducing the power consumption of the battery 3.

[0055] Furthermore, the controller 8 divides the battery conservation according to the battery charge and drives the drive motor 4 or charges the battery 3 with the power generated by generator 2 by increasing the power output corresponding to the drive of motor 1 when the battery charge decreases. As described above, when the battery charge decreases, the controller 8 drives the second propeller 6 and also charges the battery 3 by increasing the power output corresponding to the drive of motor 1. Accordingly, even when the battery 3 is consuming power corresponding to the operation of the first propeller 5, the power supplied by motor 1 and generator 2 is used to charge the battery, thus reducing the power consumption of battery 3.

[0056] As described above, during the transition flight from hovering to cruising flight, the control unit 8 operates the first propellers 5 and the second propeller 6 and performs the battery conservation control according to the battery charge, thereby reducing the power consumption of the battery 3 to enable long-distance flight.

[0057] The following describes a control system corresponding to the cruise flight of the missile.

[0058] As in Fig. As shown in Figure 6, the control unit 8 operates the second propeller 6 by engaging the clutch 7 and driving the generator 2 with the power of the battery 3 when the flight mode is cruise flight and the battery charge is equal to or greater than the set capacity. As described above, when the battery charge is equal to or greater than the set capacity, the second propeller 6 is driven solely by the power of the battery 3 through the generator 2 during flight to reduce flight noise. That is, since a very low drive noise is generated by the rotation of the second propeller 6 by the generator 2 using the power of the battery 3, the passenger's discomfort caused by flight noise is reduced during cruise flight. Because the aircraft can fly using lift, the workload of the second propeller 6 is reduced compared to hovering flight.Accordingly, the control unit 8 operates the second propeller 6 with the power of the battery 3 if the battery charge during cruise flight is equal to or greater than the set capacity.

[0059] When the flight mode is cruise mode, the battery charge is equal to or greater than the set capacity, and the airspeed is equal to or greater than the high-speed setting, the controller 8 operates the second propeller 6 using the power from battery 3 and the power from driving motor 1 via gear engagement with clutch 7. The high-speed drive can be determined according to the power consumption of battery 3, depending on the airspeed. If the aircraft maintains high speed while in cruise mode, the required power is increased. In this case, if the second propeller 6 is powered solely by battery 3, the battery 3's power consumption will increase.Accordingly, in the case that the missile travels above high speed, the control unit 8 operates the second propeller 6 with the power of the battery 3 together with the power from the drive of the motor 1, thus reducing the power consumption of the battery 3.

[0060] This determines how in Fig. As shown in Figure 7, the control unit 8 determines whether battery conservation is desired based on the remaining battery charge. If battery conservation is desired, it operates the second propeller 6 by engaging the clutch 7 and driving the motor 1. The control unit 8 can determine whether battery conservation is required by calculating the current consumption of the battery 3, the flight distance of the aircraft, and the remaining battery charge. These factors are used to determine whether battery conservation is necessary. If, as described above, battery conservation is desired during cruise flight, the control unit 8 operates the second propeller 6 by driving the motor 1.This means that the second propeller 6 is driven by the transferred power by driving the motor 1, and since the power of the battery 3 is not used, flight distance can be secured by the battery 3 afterwards.

[0061] In the event that the population density is equal to or higher than the reference population, or the flight altitude is equal to or lower than the set altitude, the control unit 8 operates the second propeller 6 by engaging the gears of the clutch 7 and drives the generator 2 using energy from the battery 3. If, as described above, the population density of the flight area is equal to or higher than the reference population and the flight altitude is equal to or lower than the set altitude, the control unit 8 can reduce flight noise by operating the second propeller 6 and driving the generator 2 with power from the battery 3. This can prevent noise pollution from affecting the surrounding environment.

[0062] If the flight mode is cruise flight, the battery charge is less than the set capacity, or in an emergency landing situation, the controller 8 operates the second propeller 6 by engaging the clutch 7 and charges the battery 3 with the power generated by generator 2 by increasing the power output corresponding to the drive of motor 1. An emergency landing situation here refers to an engine malfunction, partial engine failure, or aircraft accident. As described above, if the battery charge is less than the set capacity, or in an emergency landing situation, an anomaly can occur not only in the propeller control according to the flight mode but also in the primary power control. In this case, the controller 8 charges the battery 3 with the power generated by generator 2 by driving motor 1 and simultaneously operates the second propeller 6.In this case, the control unit 8 performs a control operation to increase the power according to the driving of the motor 1 and to ensure that the charging of the battery 3 and the operation of the second propeller 6 are carried out evenly by the driving of the motor 1.

[0063] Meanwhile, in the event that flight mode is taxiing mode, as in Fig.As shown in Figure 8, the control unit 8 operates the second propeller 6 by engaging the clutch 7 and driving the generator 2 with the power of the battery 3. This means that when the flight mode is taxiing, the missile operates on the ground, and the operation of the second propeller 6 by the generator 2 with the power of the battery 3 reduces flight noise. If the missile is equipped with landing gear, taxiing can be accomplished using the landing gear, and if movement via the landing gear is not possible or additional power is required, the missile can be moved by operating the second propeller 6.

[0064] If the flight mode is roll mode and the battery charge is less than the set capacity, the controller 8 drives motor 1 and operates the second propeller 6 with the power of motor 1. This allows the aircraft to move, even if the battery charge is less than the set capacity, by operating the second propeller 6 with the power provided by motor 1. In addition to controlling the second propeller 6, which is necessary for movement, power is also supplied to the primary power supply, thus ensuring stable operation.

[0065] The hybrid air vehicle, consisting of the structure described above, enables long-distance flight through the efficient propulsion of the engine 1 and the battery 3, and reduces the inconvenience caused by noise by reducing the noise according to the flight environment.

Claims

[1] Hybrid airmobile comprising the following: a motor (1) and a generator (2); a battery (3) and a drive motor (4) which is electrically connected to the generator (2); a first propeller (5) connected to the drive motor (4), and a second propeller (6) connected to the generator (2) via a coupling (7); and a control (8) that is set up: to control the drive of the motor (1), the clutch (7) and the drive motor (4) on the basis of a flight factor which includes at least one flight mode, a required power, a battery charge quantity or a surrounding flight environment of the hybrid air vehicle, wherein The flight mode includes hovering, cruise flight and taxiing. the required power needed during hovering or cruising flight is determined based on the airspeed of the hybrid air vehicle, and The surrounding flight environment includes: the population density of a flight area in which the hybrid aircraft flies, whether a safety zone exists in the flight area, the presence of a noise abatement facility, and the flight altitude of the hybrid aircraft. wherein, when the flight mode transitions from hovering to cruise flight and the battery charge is at its maximum charge level, the control (8) is set to operate the first propeller (5) and the second propeller (6) using power from the battery (3), and wherein the drive motor (4) is configured to drive the first propeller (5), and the generator is configured to drive the second propeller (6) via the coupling (7) which is configured to selectively connect the generator (2) to the second propeller (6), and where the control (8) is set up to determine, based on the battery charge level, that the battery (3) should be conserved: to operate the first propeller (5) by driving the drive motor (4) with the power of the battery (3), and to operate the second propeller (6) with power generated by the motor (1), which engages with the generator (2) via the coupling (7). [2] Hybrid air vehicle according to claim 1, wherein, when the flight mode is hovering and the battery charge is at a maximum charge level, the control (8) is configured to operate the first propeller (5) by driving the drive motor (4) with power (current) from the battery (3). [3] Hybrid air vehicle according to claim 1, wherein, when the flight mode is hovering and the battery charge is equal to or greater than a set capacity, the control (8) is configured to operate the first propeller (5) by driving the drive motor (4) with power from the battery (3) and the generator (2) by driving the motor (1). [4] Hybrid air vehicle according to claim 3, wherein the control (8) is configured to operate the first propeller (5) by driving the propulsion motor (4) with the power of the battery (3) when the population density of the flight area is equal to or higher than a reference population and the flight altitude is equal to or lower than a set altitude. [5] Hybrid air vehicle according to claim 4, wherein the control (8) is configured to operate the first propeller (5) by driving the drive motor (4) with the power of the battery (3) and the power generated by the generator (2) by driving the motor (1) when the noise-blocking device is present in the flight area. [6] Hybrid air vehicle according to claim 3, wherein the control (8) is configured to operate the first propeller (5) by driving the drive motor (4) with the current from the battery (3) and the power generated by the generator (2) by driving the motor (1) when the flight area is the safe zone. [7] Hybrid air vehicle according to claim 1, wherein, when the flight mode is hovering and the battery charge is less than a set capacity, the control (8) is configured to: charge the battery (3) with power generated by the generator (2) by driving the motor (1) and to drive the propulsion motor (4). [8] Hybrid air vehicle according to claim 1, wherein the control (8), when it determines that the battery (3) is to be conserved, is configured to control the motor (1) in such a way that the power generated by the generator (2) is increased proportionally to a level of battery charge such that the power generated by the motor (1) via the generator (2) increases when the battery charge decreases. [9] Hybrid air vehicle according to claim 1, wherein, when the flight mode is cruise flight and the battery charge is equal to or greater than a set capacity, the control (8) is set to operate the generator (2) with power from the battery (3) and to actuate the clutch (7) to couple the second propeller (6) to the generator (2). [10] Hybrid air vehicle according to claim 1, wherein, when the flight mode is cruise flight, the battery charge is equal to or greater than a set capacity and the airspeed is equal to or greater than a high driving speed, the control (8) is configured to operate the second propeller (6) with power from the battery (3) and current generated by the motor (1) which engages with the generator (2) via the coupling (7). [11] Hybrid air vehicle according to claim 10, wherein the control system (8) is set up: to determine, based on the battery charge, whether the battery (3) should be conserved, to operate the second propeller (6) with the power generated by the motor (1) via the coupling (7) with the generator (2) if battery conservation is desired. [12] Hybrid airmobile according to claim 10, wherein the control (8) is configured to actuate the clutch (7) to mechanically connect the second propeller (6) to the generator (2) which is driven by the power of the battery (3) to operate the second propeller (6) when the population density is equal to or higher than a reference population or the flight altitude is equal to or lower than a set altitude. [13] Hybrid air vehicle according to claim 1, wherein in the event that the flight mode is cruise flight, the battery charge is less than a set capacity, or in an emergency landing situation the control (8) is set to operate the second propeller (6) by gear engagement with the clutch (7) and to charge the battery (3) with power generated by the generator (2) by increasing a power corresponding to the motor drive. [14] Hybrid air vehicle according to claim 1, wherein in the case that the flight mode is taxiing, the control (8) is configured to operate the second propeller (6) by gear engagement with the clutch (7) and to drive the generator (2) with power from the battery (3). [15] Hybrid air vehicle according to claim 1, wherein in the event that the flight mode is taxiing and the battery charge is less than a set capacity, the control (8) is configured to operate the second propeller (6) with power by motor drive by driving the motor (1). [16] Hybrid air vehicle according to claim 1, wherein several first propellers (5) are provided on a wing of a missile to generate thrust in the upward and downward direction during takeoff and landing of the missile, and the second propeller (6) is provided on a wing or on a tail of the missile to generate thrust to the rear during flight of the missile.

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