Method for flight control based on flight abnormal conditions and air mobility apparatus using the same

Abstract

A method for flight control in flight abnormal conditions and air mobility apparatus. The air mobility apparatus includes: an actuator coupled to a fuselage and configured to be controlled based on flight control parameters; a sensor unit detecting a status of the aircraft; a memory storing at least one instruction; and at least one processor configured to execute the at least one instruction stored in the memory. The processor is configured to: provide multiple flight control options with a pilot based on a flight abnormal situation detected by the sensor unit, the flight control options having the flight control parameters; control the actuator according to the flight control parameters corresponding to the flight control option selected by the pilot; and provide the pilot with reaction force information based on the status of the aircraft due to the flight of the selected flight control option.

Description

METHOD FOR FLIGHT CONTROL BASED ON FLIGHT ABNORMAL CONDITIONS AND AIR MOBILITY APPARATUS USING THE SAME

[0001] The present disclosure relates to a method for flight control in flight abnormal conditions and an air mobility apparatus using the same, and more particularly, to a flight control method and an air mobility apparatus that provide control options in flight abnormal conditions to respond to abnormal situations as appropriate to flight environment.

[0002] Aircraft provide the rapid transportation of people and goods over distances or within densely populated urban areas. For urban operation, aircraft may operate with low noise and environmental friendliness. Accordingly, various developments are underway for aircraft systems that satisfy these requirements. For example, aircraft using environmentally friendly energy may include electric aircraft that use electric batteries as their energy source.

[0003] Electric aircraft may be serviced in Urban Aerial Mobility (UAM) or Advanced Aerial Mobility (AAM). While electric aircraft are being developed for autonomous flight, they may involve manual control by a pilot to ensure minimum safety. Electric aircraft are equipped with multiple motor-based propulsion assemblies and multiple batteries. High power output may be provided during takeoff, landing, and rapid movement, which may lead to malfunctions in some of the components, including propulsion assemblies and batteries.

[0004] In some cases, electric aircraft may have a plan to minimize or deactivate the operation of faulty components and adjust the operation of normal components to respond to fault conditions. Flight control based on fault conditions may provide various solutions beyond such plans. Since electric aircraft are constructed differently from conventional aircraft, pilots may not be adept at controlling fault conditions. Therefore, various solutions may be provided for flight control to prepare for fault conditions in new types of electric aircraft.

[0005] The present disclosure describes a flight control method and an air mobility apparatus that provide control options in flight abnormal conditions to respond to abnormal situations as appropriate to flight environment.

[0006] According to one aspect of the subject matter described in this application, an air mobility apparatus includes an actuator coupled to a fuselage of an aircraft and configured to be controlled based on flight control parameters, a sensor configured to detect a status of the aircraft, a memory configured to store at least one instruction, and at least one processor configured to execute the at least one instruction stored in the memory. The at least one processor is configured to provide a plurality of flight control options with a user of the aircraft based on a flight abnormal situation being detected by the sensor, the plurality of flight control options comprising the flight control parameters, control the actuator based on the flight control parameters corresponding to a flight control option that is selected by the user among the plurality of flight control options, and provide the user with reaction force information based on the status of the aircraft in a flight with the selected flight control option.

[0007] Implementations according to this aspect can include one or more of the following features. For example, the flight abnormal situation may include at least one of (i) a failure of the actuator or (ii) an abnormal flight state due to environmental factors. In some implementations, the at least one processor may be configured to determine the plurality of flight control options based on operational constraint information in the flight abnormal situation, the operational constraint information comprising at least one of (i) constraint information of the actuator, (ii) constraint information of the fuselage, or (iii) constraint information of a power source unit that may include a plurality of energy sources configured to supply power to the actuator. The constraint information of the actuator may include at least one of (i) a permissible speed, (ii) a permissible torque, or (iii) a permissible applied power of the actuator, the constraint information of the fuselage may include at least one of (i) a load applied to a control surface of a wing coupled to the fuselage or (ii) a permissible deflection angle of the wing, and the constraint information of the power source unit may include at least one of (i) a power condition, (ii) a permissible power amount applied to the actuator, or (iii) an operational state of the plurality of energy sources.

[0008] In some implementations, the actuator may include a propulsion assembly and a flight attitude regulator, where the flight control parameters may include a control signal related to the propulsion assembly and the flight attitude regulator. The flight control option may further include (i) activation information related to the actuator to be activated by the flight control option and (ii) evaluation information related to the flight corresponding to the flight control option. In some examples, the evaluation information may include at least one of (i) load information applied to the propulsion assembly and the flight attitude regulator, (ii) piloting difficulty information for the user, and (iii) comfort information for passengers of the aircraft.

[0009] In some implementations, the at least one processor may be configured to generate device status information based on a current motion of the aircraft, a current load applied to the actuator, operational constraint information due to the flight abnormal situation, and the flight control parameters corresponding to the selected flight control option, the device status information comprising at least one of (i) a motion of the fuselage or (ii) a load applied to the actuator. The at least one processor may be configured to generate the reaction force information related to a proximity of the device status information to a limit state, and provide the reaction force information to the user.

[0010] In some implementations, the at least one processor may be configured to provide the reaction force information to an operation unit of the aircraft, the operation unit being configured to receive flight control inputs from the user and comprising an interface configured to present the reaction force information in at least one of (i) a visual format, a tactile format, or an auditory format. In some examples, the reaction force information may include a plurality of sub-reaction force information, each of the plurality of sub-reaction force information comprising a threshold that is defined in an axial direction, where the at least one processor is configured to output the reaction force information corresponding to one of the plurality of sub-reaction force information having a closest proximity to the threshold.

[0011] In some implementations, the operation unit may include at least one inceptor for flight control, where the plurality of sub-reaction force information is provided based on a plurality of operating directions of the at least one inceptor. In some examples, the operation unit may include a plurality of inceptors for flight control by the user, where all of the plurality of inceptors are provided within the fuselage. In some examples, a portion of the plurality of inceptors are provided within the fuselage, and another portion of the plurality of inceptors are provided in a control station configured to remotely control the air mobility apparatus, where the reaction force information is provided to at least one of the plurality of inceptors.

[0012] In some implementations, the operation unit may include a plurality of inceptors for flight control by the user, where the at least one processor is further configured to synchronize control ranges of the plurality of inceptors to conform to the flight control parameters corresponding to the selected flight control option. In some examples, the at least one processor is configured to synchronize the control ranges within an allowable range of the plurality of inceptors that is a control deviation of the plurality of inceptors determined based on the selected flight control option, and, based on receiving, from the user, control inputs within the allowable range of the plurality of inceptors, determine a flight control input from (i) an average of the control inputs of the plurality of inceptors or (ii) one of the control inputs provided to a preset inceptor among the plurality of inceptors.

[0013] In some implementations, the at least one processor is configured to notify a discrepancy in the control inputs based on one or more of the control inputs exceeding the allowable range, based on a request to set the control input of one of the plurality of inceptors to follow the selected flight control option, determine the control input as the flight control input, based on no request to set the control input of one of the plurality of inceptors to follow the selected flight control option, determine whether to adopt the control input of a priority inceptor among the plurality of inceptors as the flight control input, based on the priority inceptor not being determined as the flight control input, release synchronization of the control ranges in response to receiving a request from the user to release the synchronization of the control ranges, and in response to releasing the synchronization of the control ranges, apply the control input of an inceptor selected by the user among the plurality of inceptors as the flight control input.

[0014] In some implementations, the plurality of flight control options may include an optimized flight control option recommended by the at least one processor, where the at least one processor is further configured to, in response to the user not selecting the optimized flight control option, set the flight control parameters based on a flight control input that is requested by the user, and control the actuator based on the flight control parameters set based on the flight control input requested by the user.

[0015] According to another aspect, a method for flight control of an aircraft by an air mobility apparatus includes providing a plurality of flight control options with a user of the aircraft based on a flight abnormal situation being detected by a sensor that is configured to sense a status of the aircraft, the plurality of flight control options comprising flight control parameters, controlling an actuator coupled to a fuselage of the aircraft based on the flight control parameters corresponding to a flight control option selected by the user among the plurality of flight control options, and providing the user with reaction force information based on the status of the aircraft in a flight with the selected flight control option.

[0016] Implementations according to this aspect can include features similar to one or more of the features described above.

[0017] It may be possible to provide a flight control method and an air mobility apparatus that offer control options based on flight abnormal conditions to respond to abnormal situations as appropriate to flight environment.

[0018] FIG. 1 is a schematic diagram showing an example of modules of a mobile mobility apparatus.

[0019] FIG. 2 is a diagram illustrating an example of an air mobility apparatus.

[0020] FIG. 3 is a diagram illustrating an example of an air mobility apparatus implementing a hovering mode.

[0021] FIG. 4 is a diagram showing an example of an upper part of the air mobility apparatus implementing the hovering mode of FIG. 3.

[0022] FIG. 5 is a diagram illustrating the air mobility apparatus of FIG. 3 implementing a cruising mode.

[0023] FIG. 6 is a schematic diagram illustrating an example of modules of an air mobility apparatus.

[0024] FIG. 7 is a diagram showing the modules of the air mobility apparatus applied to flight control in a flight abnormal condition.

[0025] FIG. 8 is a diagram illustrating an example of a remotely controlled air mobility apparatus.

[0026] FIG. 9 is a diagram showing an example of a layout of an energy supply architecture between a power source unit and a propulsion assembly in an air mobility apparatus.

[0027] FIG. 10 is a diagram showing an example of a layout of an energy supply architecture between a power source unit and a propulsion assembly in an air mobility apparatus.

[0028] FIG. 11 is a flowchart illustrating an example of a flight control method in flight abnormal conditions.

[0029] FIG. 12 is a diagram showing an example of control of an air mobility apparatus according to a selected flight control option.

[0030] FIG. 13 is a diagram showing an example of control of the air mobility apparatus according to the selected flight control option.

[0031] FIG. 14 is a diagram illustrating an example of a screen configuration of a display.

[0032] FIG. 15 is a flowchart showing an example process for providing reaction force information.

[0033] FIG. 16 is a diagram illustrating an example of an interface that outputs reaction force information and plurality of inceptors.

[0034] FIGS. 17a and 17b is a flowchart showing an example of a flight control process according to activation and release for synchronization of a plurality of inceptors.

[0035] Hereinafter, one or more implementations of the present disclosure will be described in detail with reference to the accompanying drawings so that those skilled in the art may easily implement the present disclosure. However, the present disclosure may be implemented in various different ways, and is not limited to the implementations described therein.

[0036] The same elements in the drawings are denoted by the same reference numerals, and a repeated description of the same elements will be omitted.

[0037] Hereinafter, FIG. 1 is a schematic diagram showing an example of modules of a mobility apparatus. The modules may be used in various types of mobility devices.

[0038] In some implementations, the mobility apparatus 10 may be or include a moving body with mobility in the present disclosure. Mobility may involve moving from one point to a specific point while loading people, objects, and / or cargo for specific purposes. For example, the mobility apparatus 10 may move for transportation and other purposes. Other purposes may include, for example, detecting or monitoring the environment around the mobility apparatus 10 by mounting an observation device. In some examples, the mobility apparatus 10 may be equipped with a camera to capture or analyze the surrounding environment and transmit the captured or analyzed image to a designated device. The mobility apparatus 10 may be used for various purposes beyond the aforementioned examples.

[0039] The mobility apparatus 10 may move through different spaces such as land, underground, air, space, sea, and / or underwater. Land or underground mobility devices 10 may be provided, for example, in the form of vehicles or robots. Air or space mobility devices 10 may be provided, for example, in the form of air mobility devices, such as fixed-wing or rotary-wing aircraft, AAM (Advanced Air Mobility) actively developed recently, unmanned aerial vehicles, drones, rockets, or vehicles mounted on satellites. Sea or underwater mobility devices 10 may include, for example, ships or submarines. The mobility apparatus 10 may move across multiple spaces without being limited to a specific space, such as amphibious vehicles or flying vehicles.

[0040] Furthermore, the mobility apparatus 10 may be moved manually, autonomously, by remote control or by a combination of these methods. Manual operation may be implemented by an operator or pilot using an interface, such as a control device provided in the mobility apparatus 10 or by remote control from a control center or an external control station. Autonomous control, that is, autonomous movement, may be performed by the independent processing of the mobility apparatus 10 or a combination of remote control through the control center and the cooperation between the mobility apparatus 10 and the control center. Combinations of the above-mentioned controls may be implemented, for example, depending on the movement control plan and the movement situation. In a movement control plan for an air mobility apparatus, takeoff and landing may be performed by remote control or manual operation, and cruising flights may be operated by autonomous control. The flight under normal travel conditions in the air mobility apparatus may be performed by autonomous control, while the flight in emergency situations may be controlled by remote control or manual operation. An emergency situation may be, for example, an abnormal condition of the power source unit 18 or the actuating unit 20 of the mobility apparatus, a sudden change in flight behavior due to adverse weather conditions or the sudden appearance of an obstacle, etc.

[0041] In some examples, the mobility apparatus 10, which operates in various forms, may be designed differently depending on the use, movement space, driving method, control method, and other factors. However, from a comprehensive perspective of mobility, it may have common functional modules, as illustrated in FIG. 1. FIG. 1 describes the common functions in various types of mobility devices 10. Accordingly, unique functional modules utilized in each type are omitted, but the implementations of the present disclosure do not exclude the modules omitted in FIG. 1, nor are they excluded from the scope of the present disclosure.

[0042] The mobility apparatus 10 may include a sensor unit 12, a communication unit 14, and a load device 16.

[0043] The sensor unit 12 may be equipped with various types of detectors that detect the various states and situations occurring in the external and internal environments of the mobility apparatus 10 and identify the location information of the mobility apparatus 10. That is, the sensor unit 12 may include various heterogeneous sensors and acquire sensing data detected from each sensor. The sensor unit 12 may acquire sensor data used for movement control, status data detecting the state of modules constituting the mobility apparatus 10, situation data detecting the situation of passengers and / or cargo. The sensor unit 12 may provide the data to a processor 26 that triggers specific functions and actions. In the present disclosure, movement control may include at least one of the following: linear movement, turning, acceleration, deceleration, attitude control of the mobility apparatus 10, braking, and hovering. In the present disclosure, hovering may be control that generates thrust toward the downward or vertical direction relative to the mobility apparatus 10 to cause specific movements or movements of the mobility apparatus 10. The specific action or movement may include, for example, takeoff, landing, or substantial stationary flight within a limited range. The data from the sensor unit 12 described above is merely an example and may further include sensor data that detects various situations not enumerated here.

[0044] The communication unit 14 may support mutual communication with other devices to exchange data with external devices. Other devices may include, for example, a server controlling the mobility apparatus 10 or exchanging data related to the movement control of the mobility apparatus 10, ancillary devices supporting movement, and other mobility apparatuses. The server may be referred to by various terms, such as control device, management device, control station, and cloud server. The communication unit 14 may transmit data generated or stored during movement to other devices and receive data and software modules transmitted from other devices. The protocol applied to the communication unit 14 may be determined according to the type of mobility apparatus 10, and the communication unit 14 may communicate with other vehicles or other devices based on cellular communication, WAVE (Wireless Access in Vehicular Environment) communication, DSRC (Dedicated Short Range Communication), near-field communication or on other communication methods. In some examples, the communication unit 14 may include a transmitter, a receiver, or a transceiver configured to communicate signals wirelessly or via wires. The aforementioned communication protocols and methods are merely examples and are not limited to these.

[0045] The load device 16 is installed on the mobility apparatus 10 and may be an auxiliary device that consumes power supplied from the power source unit 18 or converted from the output of the power source unit 18 by a command for use by the user or management of the load. The load device 16 in the present disclosure may be a type of non-mobility electrical device, excluding the mobility power system used in the driving unit 22. The load device 114 may include, for example, a display system, an air conditioning system, a lighting system, a seat system, and various devices installed in the mobility apparatus 10.

[0046] In some implementations, the mobility apparatus 10 may include an interface that receives requests for operations of the movement control and the load device 16. The interface may be implemented as a hardware device or a software interface. The hardware interface may be a hardware control device for movement operations by the user for the mobility apparatus 10, such as a control stick for aviation, a steering wheel for land vehicles, pedals for land vehicles, buttons, a rudder for marine vessels, etc., but is not limited to these. The software interface may include, for example, a graphical user interface (GUI) of a touch-sensitive display, but is not limited to this.

[0047] The mobility apparatus 10 may also include a power source unit 18, an actuating unit 20, and a driving unit 22.

[0048] The power source unit 18 may generate and supply power and electricity used for the mobility power system, such as the driving unit 22, and for the load device 16. The mobility apparatus 10 may generate energy using at least one of various energy sources. When the mobility apparatus 10 is driven based on electric energy, the power source unit 18 may be composed of, for example, an electric battery or a combination of an electric battery and a charging module that charges the battery. When the power source unit 18 consists solely of an electric battery, the electric battery may be charged at a charging station or by another mobility device to supply power. When the power source unit 18 is a combination of an electric battery and a charging module, the charging module may employ at least one of a fuel cell and an engine based on fossil energy. The fuel cell may use substances such as hydrogen gas to produce electricity. In the case of an engine, the power source unit 18 may include a generator coupled with the engine, and the generator may convert mechanical energy generated by the engine into electrical energy to charge the electric battery.

[0049] In some examples, where the mobility apparatus 10 is driven based on fossil energy or nuclear fuel, the power source unit 18 may be configured with an internal combustion engine, turbine engine, or nuclear fuel-based engine. The mobility apparatus 10 may also have a hybrid-type power source unit 18 composed of an engine based on fossil energy and an electric battery. The hybrid-type power source unit 18 may charge the electric battery using the output of the engine generated during movement, and depending on the state of the mobility apparatus 10, the characteristics of the movement path, or the movement situation, it may select either the power from the engine or the electric battery to generate the driving force of the driving unit 22. In another example, the hybrid-type power source unit 18 may include an electric battery that can be charged by an external source and an engine. The processor 26 may switch between the engine power and the electric battery power depending on various situations and states to apply energy to the driving unit 22, thereby generating driving force.

[0050] The actuating unit 20 may include at least one module that implements movement operations. In some examples, where the mobility apparatus 10 is an air mobility device, the actuating unit 20 may include mechanical and software components that perform at least one of the following operations: flight attitude control, hovering control related to takeoff and landing, altitude change control, and turning operation control. The flight attitude may relate to the roll, yaw, and pitch of the air mobility device. In some examples, where the mobility apparatus 10 is a ground mobility device, the actuating unit 20 may include mechanical and software components that realize at least one of the following driving operations: longitudinal control such as acceleration and deceleration, lateral control such as steering. In the present disclosure, the actuating unit 20 may also be referred to as an actuator.

[0051] The actuating unit 20 may include the driving unit 22. The driving unit 22 is a module that implements external operations such as linear movement, turning, acceleration, deceleration, attitude control of the mobility apparatus 10, braking, and hovering. The driving unit 22 may be implemented in various forms depending on the type of mobility apparatus 10.

[0052] In some examples, where the mobility apparatus 10 is an air mobility device, the driving unit of the fixed-wing air mobility device may be a turbine engine, flap installed on the main wing or tail wing and related to operations such as thrust and lift. In another example, the fixed-wing air mobility device may additionally include a propulsion assembly such as a propeller installed on a specific part of the main wing. The driving unit of a rotary-wing air mobility device may include a rotor-type propulsion assembly and flaps. installed on the upper part of the fuselage and the tail wing. Depending on the specifications, air mobility devices may also include landing gear such as wheels necessary for takeoff and landing, which may be housed within the fuselage during flight. The driving unit 22 of an AAM-type air mobility device may be equipped with a rotor-type propulsion assembly similarly to a rotary-wing air mobility. The propulsion assembly applied to the AAM-type air mobility device may be fixed at least non-tiltable to the main wing, or may be installed tiltably to the main wing. In another example, the propulsion assembly applied to the AAM-type air mobility device may be installed multiple times inside the main wing. Additionally, the driving unit of the AAM-type air mobility device may be configured to rotate the wing to which the propulsion assembly is coupled within a certain angle range. Depending on the specifications, the driving unit of the AAM-type air mobility device may be provided with wheels, such as landing gear, that are accommodated within the fuselage during flight and extended during takeoff and landing.

[0053] In some examples, where the AAM-type air mobility device is driven based on electric energy, the driving unit 22 may include a motor and inverter that primarily rotate the propeller with electricity. In some examples, where the AAM-type air mobility device is driven based on non-electric energy, such as fossil energy, the driving unit 22 may primarily include modules that transmit the rotational power generated by the internal combustion engine to the propeller.

[0054] In some examples, where the mobility apparatus 10 is a ground mobility device, the driving unit 22 may include one or more wheels, a driving force transmission module for generating driving force and applying or transmitting driving force to the wheels, a braking module for decelerating the driving of the wheels, and a steering module for realizing lateral control of the wheels. The wheel, the driving force transmission modules, the braking modules, etc., may form a driving assembly, and driving assemblies may be provided depending on the number of wheels. If the ground mobility device is driven based on electric energy, the driving force transmission module may be composed of a motor module that generates driving force based on the electric power output from the electric battery. If the ground mobility device is driven based on fossil energy, the driving force transmission module may include transmission and gear module that transmits power from the internal combustion engine.

[0055] If the mobility apparatus 10 is a sea or underwater mobility device, the driving unit 22 may include a rudder, propulsion propeller, and modules that transmit power and specific motions to these components.

[0056] The mobility apparatus 10 may also include memory 24 and a processor 26.

[0057] The memory 24 stores applications and various data for controlling the mobility apparatus 10 and may load applications or read / write data in response to a request from the processor 26. Applications and data vary depending on the type and detailed specifications of the mobility apparatus 10 and may include sensor data related to movement control, state data related to the mobility device's movement control, data received from other devices, and data related to energy control between the power source unit 18 and the driving unit 22. Additionally, applications and data may include data related to modules responsible for functions other than control, software related to the operation of the mobility computing system, information and applications for autonomous movement, path information, and various information and control programs for user convenience.

[0058] In relation to the present disclosure, the processor 26 may use the applications, instructions, and data stored in the memory 24 to handle movement control, path control, energy control, control of the load device 16, autonomous movement control, and convenience functions. The processor 26 may also have different control processes depending on the type and detailed specifications of the mobility apparatus 10. The processor 26 may be implemented as a single processing module. Alternatively, the processing according to the above-mentioned matters may be distributed across multiple processing modules, and the processor 26 may collectively refer to multiple processing modules in the present disclosure. That is, the process described in this application may be performed by at least one processor. In some examples, the at least one processor may include an electric circuit, application specific integrated circuits (ASICs), Digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), general processors, controllers, microcontrollers, microprocessors, artificial intelligence chips, etc.

[0059] Hereinafter, the air mobility apparatus related to the implementation of the present disclosure will be described. Specifically, the present disclosure will primarily describe the AAM-type air mobility apparatus among various types of air mobility apparatuses. Although the AAM-type air mobility apparatus is described, the function, the modules and the apparatus described in the present disclosure may also be applied to other types of air mobility apparatuses if they are technically compatible. Broadly speaking, if the function, the modules and the apparatus described in the present disclosure are technically compatible, they may also be applied to ground, underground, space, sea, and underwater mobility devices.

[0060] The AAM-type air mobility apparatus may be classified into types such as VTOL (Vertical Take-off and Landing), STOL (Short Take-off and Landing), and CTOL (Conventional Take-off and Landing) according to the take-off and landing method. VTOL refers to an air mobility apparatus that can take off and land vertically without a runway, STOL refers to an air mobility apparatus that can take off and land on a relatively short runway or at low speed, and CTOL refers to an air mobility apparatus that operates over a longer runway or in a higher speed than STOL for take-off and landing. Additionally, VTOL may be further classified into vectored thrust (or tilting rotor) type, lift-and-cruise type, and multicopter type according to the propulsion method. In the tilting rotor type, at least portion of plurality of propulsion assemblies may be tilted to be fully utilized for both hovering and cruising. In the present disclosure, flight control according to the hovering mode may generate thrust in the downward or vertical direction relative to the fuselage of the air mobility apparatus, thereby causing a specific movement in the mobility apparatus 10. The specific movement may include, for example, takeoff, landing, or substantially stationary flight within a limited range. Flight control according to the cruising mode may relate to control related to forward flight or horizontal flight. In the lift-and-cruise type, the propulsion assemblies for hovering and cruising may be provided separately without tilting the rotors according to the flight mode. The multicopter type has multiple propulsion assemblies arranged horizontally relative to the fuselage similarly to a drone in that, and it can realize takeoff, landing, and cruising flight through attitude control of the fuselage.

[0061] FIG. 2 is a diagram illustrating an example of an air mobility apparatus.

[0062] The air mobility apparatus 30 of one example may include a streamlined fuselage 32, a main wing 34 arranged on the left and right sides of the central region of the fuselage 32, and a tail wing 36 arranged at the end region of the fuselage 32. The fuselage 32 may include, for example, a cabin for the pilot and passengers and space for loading cargo. The main wing 34 and the tail wing 36 may be configured as fixed wings.

[0063] The main wing 34 may have an inboard region and an outboard region. The main wing tilting propulsion assembly 38 with a tilting rotor may be arranged in the front region of the left and right outboard areas. The main wing non-tilting propulsion assemblies 40a and 40b, arranged horizontally relative to the fuselage 32, may be located in the inboard region and the rear region of the outboard areas, and may be referred to as lift propulsion assemblies. Additionally, the tail wing tilting propulsion assembly 42 with a tilting rotor may be arranged at the end of the tail wing.

[0064] Each of the propulsion assemblies described above may include a propeller with multiple blades, a hub to which the ends of each blade are connected, a motor that supplies rotational force to the shaft, an inverter that adjusts the power of the power source unit 18 based on flight conditions and motor specifications, and a propulsion assembly cooling module that cools the motor and inverter.

[0065] The main wing tilting propulsion assembly 38 and the tail wing tilting propulsion assembly 42 may include a nacelle that accommodates and covers the aforementioned components. The main wing tilting propulsion assembly 38 and the tail wing tilting propulsion assembly 42 may be fixed and may be tilted with respect to the boom by hinge coupling between nacelle and boom protruded from the outboard area of the main wing and the end of the tail wing. In the present disclosure, the propulsion assembly may also be referred to as a rotor propulsion assembly. When the flight mode is a hovering mode, such as during takeoff and landing, the main wing and tail wing tilting propulsion assemblies 38 and 42 may be tilted by the hinge coupling so that the blade arrangement direction is substantially parallel to that of the main wing non-tilting propulsion assembly 40a. When the flight mode is a cruising mode, such as during horizontal flight, the main wing and tail wing tilting propulsion assemblies 38 and 42 may be tilted by the hinge coupling so that the blade arrangement direction is at a certain angle relative to that of the main wing non-tilting propulsion assemblies 40a and 40b. FIG. 2 illustrates an assembly for tilting, utilizing hinge coupling between the mount and nacelle. In another example, the tilting assembly may be implemented using a different mechanism that does not rely on hinge coupling. For example, a multi-joint linkage may connect respective predetermined point of the nacelle, which houses the modules of the main wing non-tilting propulsion assemblies 40a and 40b, and the mount, and then the nacelle and the mount may not have a physical coupling point between them. This would allow the main wing and tail wing tilting propulsion assemblies 38 and 42 to pivot substantially perpendicularly to the fuselage 32 during hovering mode as the multi-joint linkage extends. In cruising mode, the multi-joint linkage contracts, allowing the main wing and tail wing tilting propulsion assemblies 38 and 42 to pivot substantially parallel to the fuselage 32. The tilting of the main wing and tail wing tilting propulsion assemblies 38 and 42 may be synchronized according to the flight mode, and the tilting of each propulsion assembly may be adjusted differently according to attitude control and flight conditions within the same flight mode.

[0066] The main wing non-tilting propulsion assemblies 40a and 40b may be arranged at the ends of the boom extending from the front area of the inboard section and the rear area of the outboard section of the main wing 34. The main wing non-tilting propulsion assemblies 40a and 40b may be formed as dual propellers that overlap each other, or as a single propeller, as illustrated in FIG. 2. The main wing non-tilting propulsion assemblies 40a and 40b are primarily activated during hovering mode, but they may also be activated according to attitude control and flight conditions even during cruising mode. In the present disclosure, the non-tilting propulsion assemblies 40a and 40b may also be referred to as lift rotors or lift assemblies.

[0067] Although the present disclosure describes the tilting and non-tilting propulsion assemblies as being arranged as shown in FIG. 2, the arrangement of these propulsion assemblies is not limited to the example shown in FIG. 2, and the propulsion assemblies may be arranged in different locations. Furthermore, although FIG. 2 depicts four tilting propulsion assemblies and two non-tilting propulsion assemblies, the number of units is not limited to these, and the number may vary. Variations in the arrangement and number of tilting and non-tilting propulsion assemblies are illustrated in FIGS. 3 to 5, but other forms not mentioned in the present disclosure may also be designed.

[0068] With reference to FIGS. 3 to 5, the air mobility apparatus will be described. FIG. 3 is a diagram illustrating an example of an air mobility apparatus implementing a hovering mode. FIG. 4 is a diagram showing an upper part of the air mobility apparatus implementing the hovering mode. FIG. 5 is a diagram illustrating the air mobility apparatus implementing a cruising mode.

[0069] The air mobility apparatus as shown in FIGS. 3 to 5, is substantially similar to the example in FIG. 2 except for the detailed configuration of the tilting propulsion assemblies. Therefore, the description of the same functions and components as in FIG. 2 is omitted, and the description will focus on the differences in the air mobility apparatus according to another implementation.

[0070] In some implementations, the air mobility apparatus 50 may include a fuselage 52, a main wing 54 arranged on the left and right sides of the central region of the fuselage 52, and a tail wing 56 arranged at the end region of the fuselage 52.

[0071] The main wing 54 may have an inboard region and an outboard region. The tilting propulsion assemblies 58 with tilting rotors may be arranged in the front region of the left and right outboard areas. The tilting propulsion assemblies 58 may be fixed by the boom prepared at the outboard area of the main wing. The non-tilting propulsion assemblies 60 and 64, arranged horizontally relative to the fuselage 52, may be located in the front and rear areas of the rod extended from the right and left inboard region, and they may be referred to as lift propulsion assemblies.

[0072] In some examples, the outboard area of the main wing 54 may be partitioned from the horizontal surface 54a of the inboard area and have the lift surface 54b, and the tilting propulsion assemblies 58 may be mounted on the boom protruding from the lift surface. The lift surface 54b may have a winglet bent at the end of the wing. In one example, the tilting propulsion assemblies 58 and the lift surface 54b may be configured to rotate or move together. If the lift surface 54b may be structurally separated from the boom like another example different from Figs 3 to 5, the tilting propulsion assemblies 58 may move or rotate together with the lift surface except for a part of the lift surface including the fuselage 110. In yet another example, only the hub and blades of the tilting propulsion assemblies 58 may be operated to move or rotate.

[0073] According to the details described above, when the flight mode is a hovering mode, the tilting propulsion assemblies 58 may be tilted to be substantially parallel to the blade arrangement direction of the non-tilting propulsion assemblies 60 and 64, as shown in FIGS. 3 and 4. When the flight mode is a cruising mode such as the horizontal flight, the tilting propulsion assemblies 58 may be tilted at a certain angle relative to the blade arrangement direction of the non-tilting propulsion assemblies 60 and 64, as shown in FIG. 5.

[0074] In this implementation, the air mobility apparatus 50 may include a gear 66 that is retractable or non-retractable for landing on land and / or water. The gear 66 may be located on both the front and rear of the air mobility apparatus 30, and it may include components such as wheels, treads, pontoons, or other components that help the air mobility apparatus land on land and / or water. Additionally, the air mobility apparatus 50 may have a stepper 68 that can be extended from the fuselage 52 for boarding and alighting, and side doors.

[0075] FIG. 6 is a schematic diagram illustrating a module constituting the air mobility apparatus. Hereinafter, the description will focus on a VTOL air mobility apparatus with a motor-type propulsion assembly, as illustrated in FIGS. 2 to 5. However, if the function, the modules and apparatus described in the present disclosure are technically compatible, they may also be applied to other types of air mobility apparatuses. Additionally, since some of the descriptions of the functional modules in FIG. 6 are substantially the same as those in FIG. 1, the descriptions of identical matters will be brief.

[0076] The air mobility apparatus 100 may include a sensor unit 132, a communication unit 134, a manipulation unit 136, a display 138, a load device 140, a power source unit 142, an actuating unit 144, a memory 148, and a processor 150.

[0077] The sensor unit 132 may include various types of detectors that detect the various states and situations occurring in the external and internal environments of the air mobility apparatus 100. The sensor unit 132 may acquire sensor data used for flight control, status data detecting the state of modules constituting the air mobility apparatus 100, and situation data detecting the situation of passengers and / or cargo, and provide the data to the processor 150 that triggers specific functions and actions.

[0078] Specifically, the sensor unit 132 may include a voltage / current sensor 132a, a temperature sensor 132b, an environmental sensor 132c, a resistance sensor 132d, a positioning sensor 132e, and a state recognition sensor 132f.

[0079] For instance, the voltage / current sensor 132a may detect the electrical state of at least one of the electric battery of the power source unit 142 or its charging module, the motor and inverter of the propulsion assembly 146. The processor 150 may detect flight mode, flight control state, battery control state, motor control state, inverter control state, and fault / abnormal conditions of these modules based on the data detected by the voltage / current sensor 132a, such as the electrical state and variation of the battery, motor, and inverter. The temperature sensor 132b may detect the temperature of at least one of the electric battery of the power source unit 142 or the motor and inverter of the propulsion assembly 146. The processor 150 may detect flight mode, flight control state, battery control state, motor control state, inverter control state, and fault / abnormal conditions of these modules based on the temperature data of battery, motor and inverter detected by the temperature sensor 132b. The environmental sensor 132c may include, for example, a camera, radar sensor, lidar sensor, etc., and detect the external environment. The resistance sensor 132d may detect the operating resistance of at least one of the electric battery of the power source unit 142 or the motor and inverter of the propulsion assembly 146. The processor 150 may detect flight mode, flight control state, control state of these modules, and fault / abnormal conditions of these modules based on the resistance data of battery, motor and inverter detected by the resistance sensor 132d.

[0080] The positioning sensor 132e is a module that identifies the position of the air mobility apparatus 100 and may be composed of, for example, a GPS sensor or GNSS sensor.

[0081] The state recognition sensor 132f may detect the motion according to the operation of the aircraft and the load applied to the actuating unit 144. The state recognition sensor 132f may detect the three-axis state of the fuselage 32, such as yaw, pitch, and roll, and output the motion state of the aircraft based on these parameters. Such state recognition sensors may be composed of, for example, IMU sensors, gyro sensors, etc. Additionally, the state recognition sensor 132f may include load detection sensors that measure the load applied to at least one of the propulsion assembly 146, main wing 34, and tail wing 36. The load detection sensors may also be provided in specific parts of the fuselage. The aircraft load may be the force or pressure applied to at least one of the actuating unit 144, wing, or fuselage by the surrounding airflow during flight. The state recognition sensor 132f may include a barometric pressure sensor and an altitude sensor. The barometric pressure sensor may detect the atmospheric pressure around the aircraft or the connection pressure between the air mobility apparatus 100 and an external device connected to it. The altitude sensor may be a sensor that identifies the current altitude of the aircraft.

[0082] The data from the sensor unit 132 described above is merely an example and may further include sensor data that detects various situations not enumerated here.

[0083] The manipulation unit 136 may be composed of a module that receives flight control input from the pilot. For example, as illustrated in FIG. 7, the manipulation unit 136 may include at least one inceptor 162 and 164 within the fuselage. FIG. 7 is a diagram showing the module of the air mobility apparatus applied to flight control in in flight abnormal condition. In another example, as shown in FIG. 8, the manipulation unit 136 may be provided in both the air mobility apparatus 100 and the control center 200. FIG. 8 is a diagram illustrating a remotely controlled air mobility apparatus. Some of the multiple inceptors may be provided in the air mobility apparatus 100, while other inceptors 202 may be installed in the control center 200 that remotely controls the air mobility apparatus.

[0084] Additionally, the manipulation unit 136 may include an interface that provides reaction force information regarding the operation of the inceptors 162 and 164. The interface providing reaction force information may be configured to display the information in at least one of visual, tactile, or auditory formats. The interface may be provided to at least some of the multiple inceptors 162 and 164. As illustrated in FIG. 7, the interface may include a vibrator 168 and 170 that provides tactile feedback for the reaction force information and an indicating unit 172 that provides visual feedback for the reaction force information. Additionally, the interface may further include a speaker 182 that delivers auditory feedback for the reaction force information, as shown in FIG. 11.

[0085] The manipulation unit 136 may include an inceptor synchronizer 166. The inceptor synchronizer 166 may synchronize the control range of the multiple inceptors 162 and 164 to correspond to the flight control parameters related to the pilot's flight control. The inceptor synchronizer 166 may synchronize the control range of the multiple inceptors based on the flight control parameters corresponding to the flight control option selected by the pilot in the event of flight abnormalities.

[0086] The manipulation unit 136 may further include a user interface, such as a soft key, in addition to the hardware devices illustrated in FIG. 16. The user interface may be implemented on the display 138, for example. The display 138 may output information such as the operation state, control state, path information, remaining energy information, and surrounding environment images obtained from the environmental sensor 132c of the air mobility apparatus 100 under the control of the processor 150. The detailed description of the manipulation unit 136 and the display 138 will be provided later.

[0087] In the present disclosure, the pilot is exemplified as a user of the aircraft that manually controlling the flight using the manipulation unit 136. However, autonomous flight may also be executed without the pilot's control of the manipulation unit 136 at the pilot's request.

[0088] The power source unit 142 may generate and supply power and electricity used for the propulsion assembly 146 and the load device 140. When the air mobility apparatus 100 is driven based on electric energy, the power source unit 142 may be composed of, for example, an electric battery or a combination of an electric battery and a charging module that charges the battery. When the power source unit 142 is a combination of an electric battery and a charging module, the charging module may employ at least one of a fuel cell and an engine based on fossil energy. In the case of an engine, the power source unit 142 may include a generator coupled with the engine, and the generator may convert mechanical energy generated by the engine into electrical energy to charge the electric battery.

[0089] In another example, the air mobility apparatus 100 may have a hybrid-type power source unit 142 composed of an engine based on fossil energy and an electric battery. The hybrid-type power source unit 142 may charge the electric battery using the output of the engine generated during flight and may select either the power from the engine or the electric battery depending on the state of the air mobility apparatus 100, the flight path, or the flight conditions to generate thrust in the propulsion assembly 146.

[0090] The actuating unit 144 may include the propulsion assembly 146 and may also be referred to as an actuator. The propulsion assembly 146 in the air mobility apparatus 100 may correspond to the driving unit 22 in FIG. 1. The propulsion assembly 146 may include multiple blades, a hub, a motor, an inverter, and a propulsion assembly cooling module, as described in FIG. 2. When the air mobility apparatus 30 is a tilting rotor type, at least some of the multiple propulsion assemblies 146 may be tilted. When the air mobility apparatus 30 is a lift-and-cruise type, the multiple propulsion assemblies may be configured to include propulsion assemblies for hovering and propulsion assemblies for cruising. When the air mobility apparatus 30 is a multicopter type, the multiple propulsion assemblies 146 may be designed to have propellers arranged parallel to the fuselage.

[0091] In some examples, the power source unit 142 may be equipped with a single module energy source, or alternatively, the power source unit 142 may include multiple module energy sources to ensure stability, redundancy, and stable thrust for energy supply to the propulsion assembly 146. Furthermore, at least some of the multiple propulsion assemblies 146 may be electrically connected to at least one of the multiple energy sources for the above purposes. FIGS. 9 and 10 are diagrams illustrating the energy supply architecture between the power source unit and propulsion assembly in the air mobility apparatus.

[0092] FIG. 9 is a diagram showing an example of the layout of the energy supply architecture between the power source unit and propulsion assembly in the air mobility apparatus.

[0093] In FIG. 9, the first to third energy sources 142a to 142c, constituting the power source unit 142, may each be composed of either electric batteries of the same performance, electric batteries of different performance, a combination of an electric battery and another type of power source, or another type of power source excluding electric batteries. Here, the electric battery may refer to a battery that may not generate electricity by itself. Heterogeneous electric batteries may be configured as batteries having different power output capabilities and / or energy densities (or charge capacities), even if they are, for example, lithium-based batteries. Other types of power sources may be exemplified as fuel cells, internal combustion engines combined with generators, etc., as described above. Other types of power sources may be, for example, power sources capable of generating power themselves, or, power sources without self-generating capabilities. Other types of power sources are not limited to the above-described examples, and may be sources that supply power to the propulsion assemblies 146a-146d in a form different from that of the electric battery.

[0094] In FIG. 9, each energy source 142a to 142c is electrically connected to at least two propulsion assemblies 146. Specifically, the energy sources 142a to 142c and the propulsion assemblies 146a to 146d may be electrically connected in a circular form. This is to implement a redundancy plan to stably supply power to the propulsion assemblies 146a to 146d by utilizing other energy sources 142a and 142c in the event of a failure in a specific energy source 142b. Additionally, in the event of a failure, such as an abnormal reduction in the thrust of a specific propulsion assembly 146b, the power may be sufficiently supplied to the other propulsion assemblies to increase their thrust in order to increase the thrust of another propulsion assembly that is not in a predetermined corresponding relationship with a specific propulsion assembly146b. Moreover, in some examples, to increase power to some of the propulsion assemblies 146a to 146d depending on the flight mode, power may be stably supplied to those propulsion assemblies to provide an increase in power.

[0095] FIG. 10 is another example of the layout of the energy supply architecture between the power source unit and propulsion assembly in the air mobility apparatus.

[0096] In FIG. 10, the power source unit 142 is shown to include a first energy source 142d and a second energy source 142e. The first energy source 142d supplies power to the propulsion assemblies 146e to 146h regardless of the flight mode, while the second energy source 142e supplies supplemental power to at least some of the propulsion assemblies 146e to 146h along with the first energy source 142d in flight modes with high power consumption, such as hovering mode.

[0097] The first energy source 142d may include at least one energy source to supply power to the corresponding propulsion assemblies 146e to 146h, as described in FIG. 9. The second energy source 142e may comprise at least one of electric batteries with the same performance as the first energy source 142d, electric batteries with different performance, or another type of power source.

[0098] In FIG. 10, in a flight mode with relatively low power consumption, such as cruising mode, the first energy source 142d may supply power to the propulsion assemblies 146e to 146h. Additionally, instead of supporting the power supply to the propulsion assemblies 146e to 146h, the second energy source 142e may charge the first energy source 142d based on the energy remaining, generation performance, current, temperature, and other conditions of the first energy source 142d and the second energy source 142e. In another example, the first energy source 142d may charge the second energy source 142e based on the parameters described above. Moreover, the second energy source 142e may also provide supplemental power to the propulsion assemblies 146e to 146h depending on the situation, even in flight modes with low power consumption. As described above, in flight modes with high power consumption, the second energy source 142e may supply power to at least some of the propulsion assemblies 146e to 146h along with the first energy source 142d based on the energy remaining, generation performance, current, temperature, and other conditions of the energy sources. In another example, if the power supply of the first energy source 142d decreases due to its condition, the second energy source 142e may provide power to the corresponding propulsion assemblies 146a to 146d based on the incremental power required by the mode and the decreased power of the first energy source 142d. In Fig. 10, although the first and second energy sources, 142d and 142e, are shown as single sources, each of the first energy source 142d and the second energy source 142e may be provided in plurality, depending on design specifications that include the performance of the propulsion assembly, the number of propulsion assemblies, the installation position of the propulsion assemblies, and the required output power.

[0099] As another example different from the above description, Fig. 10 may be understood as an extension of the circular-type redundancy shown in Fig. 9. The first energy source 142d and the second energy source 142e may be connected to each of the propulsion assemblies 146e - 146h. Specifically, the third energy source 142c cannot support the first and second propulsion assemblies 146a and 146b in the redundancy of Fig. 9, however each energy source 142d and 142e may be connected to all propulsion assemblies 146e through 146h in the redundancy of Fig. 10. According to the redundancy in Fig. 10, each energy source may primarily support at least one propulsion assembly under normal situations, and in an emergency, each energy source may supply energy to at least one other propulsion assembly according to a redundancy plan. Fig. 10 illustratively depicts two energy sources 142d and 142e. However, the present disclosure is not limited thereto, and three or more energy sources may be provided. For example, the energy sources may be provided in three or more in accordance with design specifications including the performance of the propulsion assembly, the number of propulsion assemblies, the installation position of the propulsion assemblies, and the required output power and so on.

[0100] Referring again to FIG. 6, the memory 148 stores applications and various data for flight control of the air mobility apparatus 100, loads the applications at the request of the processor 150, or reads and writes data. The applications and data in the present disclosure may include software and data related to flight control in the event of flight abnormalities. The data may include sensor data, state data of the air mobility apparatus, flight control parameters, and more. Additionally, the applications and data may store and manage the data and software mentioned in FIG. 1, in addition to the details described above.

[0101] In the present disclosure, the processor 150 processes flight control, path control, powertrain energy control, and autonomous movement control using the applications, instructions, and data stored in the memory 148. In the present disclosure, the processor 150 may provide the pilot with multiple flight control options with flight control parameters based on flight abnormalities detected by the sensor unit 132. The processor 150 may implement control of the actuating unit 144 based on the flight control parameters corresponding to the flight control option selected by the pilot. Additionally, the processor 150 may execute the process of providing reaction force information to the pilot based on the status of the aircraft resulting from the selected flight control option.

[0102] Specifically, the processor 150 may include a flight controller 176, an option mixer 178, and a reaction force calculator 180, as illustrated in FIG. 7.

[0103] The flight controller 176 may receive input signals from the inceptors transmitted by the input identifier 174 and sensor data transmitted from the sensor unit 132. Here, the input identifier 174 may identify the operation of the inceptors 162 and 164, transmitted to the flight controller 176. The input identifier 174 may determine the control input to be output to the flight controller 176 based on the control input of the multiple inceptors 162 and 164 synchronized by the inceptor synchronizer 166.

[0104] If one of the multiple inceptors 162 and 164 is operated, the input identifier 174 may confirm the input signal of the operated inceptor 162 and 164 and transmit it to the flight controller 176. If multiple inceptors 162 and 164 are operated, the input identifier 174 may determine the input signals of the inceptors 162 and 164 based on a preset method.

[0105] If multiple inceptors 162 and 164 are operated, the input identifier 174 may analyze the difference between the input signals of the multiple inceptors 162 and 164. The input identifier 174 may determine whether the difference is within the allowable range. If the difference between the inputs of the multiple inceptors 162 and 164 is within the allowable range, the input identifier 174 may, for example, output the average of the control inputs of the multiple inceptors 162 and 164 or the control input of the predetermined inceptor among the multiple inceptors 162 and 164. The predetermined inceptor may be the primary control stick. In the case of control by multiple inceptors 162 and 164 within the allowable range, the input identifier 174 may determine the output value in various ways in addition to the above matters.

[0106] If the difference between the inputs of the multiple inceptors 162 and 164 exceeds the allowable range, the input identifier 174 may select and output the input signal of the inceptor that represents the control input corresponding to the flight situation. The flight situation may be inferred from the sensor data of the sensor unit 132. The flight situation may be, for example, a status of the aircraft estimated from at least one of the motion state of the aircraft, the load applied to the actuating unit 144, the control state of the actuating unit 144, and the state of the power source unit 142. If the flight situation is a flight abnormality, the input identifier 174 may output the control input of the inceptor that follows the flight control option selected by the pilot.

[0107] If there is no control input of the inceptor corresponding to the flight situation, the input identifier 174 may confirm whether to adopt the inceptor with priority as the control input. The inceptor to be adopted as the control input may be confirmed by the pilot selecting the inceptor with priority while checking the flight situation. If the inceptor with priority is confirmed as the control input, the input identifier 174 may output the inceptor with priority as the control input. If the inceptor with priority is not adopted as the control input, the control range synchronization of the inceptors may be released by the inceptor synchronizer 166 in response to the pilot's request to release the synchronization. The input identifier 174 may output the control input of the inceptor selected by the pilot to the flight controller 176 in response to the release of synchronization.

[0108] The flight controller 176 may confirm the dynamic state of the aircraft and the control state of the aircraft module based on the sensor data. The dynamic state of the aircraft may include the motion state of the aircraft identified based on the data from the state recognition sensor 132f and the force state applied to the components of the aircraft due to the surrounding airflow. The control state of the aircraft module may include, for example, the flight mode, flight control state, battery control state, control state of the actuating unit 144, and fault / abnormal conditions of these modules. The actuating unit 144 may include the propulsion assembly 146, which includes a motor and inverter, and a flight attitude adjuster, which may be, for example, a flap. The flight controller 176 may identify flight abnormalities based on the status of the aircraft detected from the sensor data. Failures of the actuating unit 144 and the power source unit 142 may be recognized as flight abnormalities. Additionally, the flight controller 176 may identify abnormal flight conditions caused by the surrounding environment based on the dynamic state of the aircraft.

[0109] The flight controller 176 may generate mechanical data applied to the flight based on the identified state. The identified state may include the dynamic state of the aircraft and the control state of the aircraft module, as described above. The mechanical data may include, for example, the force and moment for the current flight depending on the flight situation.

[0110] The option mixer 178 may provide flight control parameters corresponding to the flight situation based on the mechanical data identified by the flight controller 176, sensor data, and control input from the inceptors. The flight control parameters may be factors to be distributed to the modules of the aircraft based on the mechanical data. For example, the flight control parameters may include torque, power, and operation control signals to be distributed to the modules of the aircraft. The modules may include the propulsion assembly 146, the flight attitude adjuster, and the multiple energy sources 142a to 142e.

[0111] Additionally, if flight abnormalities occur, the option mixer 178 may generate multiple flight control options with flight control parameters corresponding to the situation. Multiple flight control options may be determined as combinations of available flight control parameters in the current flight situation according to preset programmed configurations implemented in the option mixer 178. The flight control options may be determined by referring to the operational constraints information according to flight abnormalities. The operational constraints information is maneuver constraints data defined in flight abnormalities, and the maneuver constraints data may set the limits applied to the operation and module operation of the aircraft. The operational constraints information may be stored as preset data in the memory 148. It may be restriction information related to at least one of the actuating unit 144, the fuselage, and the power source unit 142 that supplies power to the actuating unit 144. A detailed description of the operational constraints information will be provided later.

[0112] The flight control options may further include information related to each flight control parameter. The related information may include activation information related to the actuators activated according to the flight control options and evaluation information related to the flight according to the flight control options. A detailed description of the related information will be provided later.

[0113] The reaction force calculator 180 may generate reaction force information based on the status of the aircraft resulting from the control input. The reaction force calculator 180 may transmit the reaction force information to the manipulation unit 136. The reaction force information is reaction force data generated based on the proximity to the threshold value of the motion state of the aircraft and the load applied to the actuating unit 144. The reaction force data may be processed into a format that the pilot perceives and provided to the manipulation unit 136. For example, the reaction force information may be generated and provided in response to at least one of the directions of operation of the inceptors 162 and 164.

[0114] The status of the aircraft can be checked during flight based on data received from the flight controller 176 and the option mixer 178. The data received from the flight controller 176 may be the dynamic state of the aircraft, and the data received from the option mixer 178 may include flight control parameters and operational constraint data according to the parameters. The dynamic state includes the motion state of the aircraft and the force state acting on the aircraft components due to surrounding airflow. The current motion of the aircraft due to aircraft operations and the current load applied to the actuating unit 144 can be determined by the motion state and force state. The operational constraint data has control limits set based on the state of the aircraft and can specifically be set as limits applied to the operation of the aircraft and its modules.

[0115] In the event of a flight abnormal situation, reaction force information may be generated based on the status of the aircraft resulting from the flight according to the flight control option selected by the pilot.

[0116] Specifically, reaction force information can be generated using device status information formed based on the flight according to the selected flight control option and multiple data. The multiple data may include, for example, the current motion due to the operation of the aircraft, the current load applied to the actuating unit 144, operational constraint information according to the flight abnormal situation, and the flight control parameters corresponding to the selected option. The device status information may be generated to include at least one of the motion of the fuselage and the load on the actuating unit 144. Here, the reaction force information may be generated in relation to the proximity of the device status information to the limit state.

[0117] In some examples, even if the operations according to the present disclosure are distributed across multiple systems or controllers, for the convenience of explanation, they may be collectively referred to as the processor 150. The processor 150 is described as processing the functions, operations, and processes according to the implementations of the present disclosure.

[0118] Furthermore, the present disclosure primarily describes a VTOL type air mobility apparatus 100. However, if other types of mobility devices, such as ground mobility devices, robots, drones, etc., are equipped with a similar system as described in this disclosure, the technical concept of the present disclosure and the examples and implementations thereof can be applied to other types of mobility devices. Specifically, a mobility device that has at least one electric-based energy source and distributes power from each energy source to actuators, for example, multiple wheel drive units, multiple propeller drive units, can adopt the technical concept according to the present disclosure.

[0119] Hereinafter, with reference to FIGS. 6, 7, and 11 to 17, a flight control method based on a flight abnormal situation according to the implementations of the present disclosure will be described. For convenience of explanation, the actuating unit 144 and the actuator may be used interchangeably, and their reference numbers may also be described with the same number. Additionally, sub-modules that constitute the processor 150 may be substituted with or abbreviated as the processor 150.

[0120] FIG. 11 is a flowchart illustrating a flight control method based on flight abnormal conditions.

[0121] In some examples, during the flight of the air mobility apparatus 100, the processor 150 may detect a flight abnormal situation based on the status of the aircraft detected by the sensor unit 132 (step S105).

[0122] A flight abnormal situation may include at least one of a failure of the actuator 144 and an abnormal flight due to the surrounding environment. To identify the flight abnormal situation, the flight controller 176 of the processor 150 may analyze the current flight situation based on the status of the aircraft detected from the sensor data. As described in FIG. 7, the status of the aircraft may include the dynamic state of the aircraft and the control state of the aircraft modules. The control state of the aircraft modules may include, for example, the flight mode, flight control state, battery control state, control state of the actuator 144, and the failure / abnormal situation of these modules. The actuator 144 may include the propulsion assembly 146, which includes a motor and an inverter, and the flight attitude adjuster. Accordingly, the flight controller 176 can identify the failure of the actuator 144 and detailed failure factors based on the control state of the aircraft modules. The flight controller 176 may identify abnormal flight situations due to the surrounding environment based on the dynamic state of the aircraft.

[0123] In some examples, the processor 150 may provide multiple flight control options to the pilot based on the flight abnormal situation (step S110).

[0124] The flight controller 176 may generate mechanical data applied to the flight based on the status of the aircraft under the flight abnormal situation. The mechanical data may include, for example, the forces and moments for the current flight according to the flight situation.

[0125] Flight control options can be determined by referring to operational constraint information and mechanical data according to the flight abnormal situation. Flight control options may be generated, for example, by the option mixer 178. The operational constraint information may be, for example, constraint information related to at least one of the actuator 144, the fuselage, and the power source unit 142 that supplies power to the actuator 144. Constraint information of the actuator 144 may include, for example, at least one of the permissible speed, permissible torque, and permissible applied power of the actuator. Constraint information of the fuselage may include at least one of the load applied to the control surfaces of the wings connected to the fuselage and the permissible deflection angle of the wings. Constraint information of the power source unit 142 may include the power state, the permissible power amount applied to the actuator 144, and the operational state of the multiple energy sources 142a to 142e that constitute the power source unit 142.

[0126] Flight control options according to the flight abnormal situation may be generated to have flight control parameters for each option. The flight control parameters may include, for example, control signals related to the propulsion assembly 146 and the flight attitude adjuster.

[0127] Additionally, flight control options may further include activation information related to the actuators 144 activated according to the flight control option and evaluation information related to the flight according to the flight control option. The evaluation information may include, for example, load information applied to at least one of the propulsion assembly 146 and the flight attitude adjuster, piloting difficulty information for the pilot, and comfort information for the passengers.

[0128] When flight control options are presented as a list, the processor 150 may arrange the optimized flight control option at the top of the list among the multiple options. The optimized flight control option may be preset or, in another example, may be established through learning using accumulated flight control parameters, evaluation information, and operational constraint information according to various flight abnormal situations.

[0129] FIGS. 12 and 13 illustrate multiple flight control options provided for lateral movement control of the aircraft following a specific flight abnormal situation. These examples show the lateral movement control implemented by different flight control parameters for each option. When the pilot moves the inceptor along a specific axis according to the flight control option, the lateral movement of the aircraft may be anticipated in two ways as illustrated. These examples represent some of the flight control options optimized for changes in rotor load and pilot / passenger convenience among the situations that may occur during mixing design. The mixing design is not limited to these examples and may be configured in various ways.

[0130] FIG. 12 is a diagram showing an example related to the control of the air mobility apparatus according to the selected flight control option.

[0131] FIG. 12 shows that the lateral thrust component of the proprotor or propulsion assembly of the air mobility apparatus 100 is used. Specifically, FIG. 12 shows that the motion of the aircraft is implemented without changing the attitude by using the lateral thrust component of the rotor. Here, the direction of the thrust provided by each rotor may be determined according to the tilted direction. Accordingly, if a rotor responsible for thrust in one direction fails, the thrust load for the remaining rotors facing the same direction increases. The increased thrust load may be reflected in the flight control parameters. Since the attitude of the aircraft does not change in FIG. 12, the discomfort of the cabin passengers is minimized, but to obtain lateral thrust with some proprotors' thrust lost, the load on the remaining proprotors increases significantly.

[0132] FIG. 13 is another diagram showing an example related to the control of the air mobility apparatus according to the selected flight control option.

[0133] FIG. 13 shows the use of part of the lift thrust by changing the roll attitude of the aircraft.

[0134] Changing the roll attitude of the aircraft provides the thrust component for lateral movement to all rotors, so the increase in load for each rotor is relatively small. This can be reflected in the flight control parameters. Accordingly, the thrust of the proprotors that may not provide lateral thrust in the horizontal state can be used for lateral movement, so the load on individual proprotors does not increase significantly. However, passengers may feel discomfort during attitude changes of the aircraft. Additionally, in terms of control, in addition to lateral movement, the roll attitude and altitude may be adjusted, so the coupled movement may be considered. This may be provided by a high level of piloting skill and may be evaluated as having a high level of control difficulty.

[0135] Referring to FIG. 14, an example of visually providing the flight control options and the information related to these options to the pilot will be described. FIG. 14 is a diagram illustrating the screen configuration of a display.

[0136] The processor 150 may display failure information according to flight abnormal situations, a list of multiple flight control options according to the situation, activation information, and evaluation information on the display 138. The pilot can check the displayed information and select a flight control option with appropriate flight control parameters from the mixed options.

[0137] As illustrated in FIG. 14, the list is presented with multiple flight control options arranged, and the optimized flight control option may be placed at the top of the list. When the pilot selects the option using the input interface, the display 138 may provide the activation state of the actuators according to the option. The input interface may be, for example, a touch-sensitive display 138 or a hardware input module. The hardware input module may be a button, dial controller, or joystick. The actuators providing the activation state may be operating components such as motors, inverters, flight attitude adjusters, and control surfaces.

[0138] The activation state may be activation information related to the motors, attitude controllers and control surfaces that are being operated in the options selected by the pilot. The information may include the presence or absence of an operating component, torque, attitude angle of the controller, applied power, applied load, etc.

[0139] Furthermore, when the pilot selects the option using the input interface, the display 138 may provide evaluation information according to the option. The evaluation information may include at least one of the load applied to the aircraft, control convenience, and passenger comfort information.

[0140] In some examples, the display 138 may further display the status of multiple inceptors 162 and 164. For example, the activation status of each inceptor, the synchronization activation status between multiple inceptors, and a warning notification due to a mismatch between the control inputs of the multiple inceptors may be presented on the display 138.

[0141] Referring back to FIG. 11, when the pilot selects a flight control option from the list presented on the display 138 (Y in step S115), the processor 150 may receive the pilot's flight control input according to the selected flight control option and control the actuators 144 based on the flight control parameters according to the received input (step S120).

[0142] The flight control input may be the pilot's control of the inceptors 162 and 164 within the control range of the flight control option. The flight control parameters may include control signals related to the propulsion assembly, flight attitude adjuster, and multiple energy sources 142a to 142e. The flight control parameters may be composed of control signals related to the torque of the motor, attitude angle of the adjuster, applied power, and output power of the energy sources.

[0143] In the present disclosure, it is described that multiple flight control options are provided in a list. In another example, if a flight control option is not selected within a predetermined time, the optimized flight control option may be automatically selected.

[0144] In some examples, the processor 150 may provide reaction force information to the pilot based on the status of the aircraft resulting from the flight of the selected flight control option (step S125).

[0145] Referring to FIG. 15, the details of step S125 will be described. FIG. 15 is a flowchart showing the process of providing reaction force information. The reaction force information is generated by the reaction force calculator 180 of the processor 150, but for convenience of explanation, the reaction force calculator 180 and the processor 150 may be described interchangeably.

[0146] In some examples, the processor 150 may generate device status information based on multiple data derived from the flight of the selected flight control option (step S205).

[0147] The multiple data may include, for example, the current motion resulting from the operation of the aircraft, the current load applied to the actuating unit 144, operational constraints information according to flight abnormalities, and the flight control parameters corresponding to the selected option. The device status information may be generated to include at least one of the motion of the fuselage and the load on the actuating unit 144.

[0148] In some examples, the processor 150 may generate sub-reaction force information for each direction of movement of the inceptors 162 and 164 based on the device status information (step S210).

[0149] The reaction force information may be processed into a format that the pilot perceives and provided to the manipulation unit 136. To this end, the reaction force information may include multiple sub-reaction force information for each direction. As illustrated in FIG. 16, the sub-reaction force information may be generated according to the movement directions of the inceptors 162 and 164. FIG. 16 is a diagram illustrating an interface that outputs reaction force information and plurality of inceptors.

[0150] The sub-reaction force information may be generated considering only the parameters related to the input and device status information in the specific direction of movement of the inceptors 162 and 164. For example, if the pitch angle of the aircraft is controlled by the longitudinal direction (corresponding to the longitudinal direction in FIG. 16) movement of the inceptors 162 and 164 and the roll angle of the aircraft is controlled by the lateral direction (corresponding to the lateral direction in FIG. 16) movement, the sub-reaction force information for the longitudinal direction of the inceptors 162 and 164 may be generated based solely on the pitch angle of the aircraft, pitch limit range, and load conditions of the actuators / motors used for pitch attitude control. Accordingly, parameters such as roll, yaw, and speed control, used for other axes of the inceptors, are not considered in the sub-reaction force information for the longitudinal direction.

[0151] The sub-reaction force information may be reaction force data generated based on the proximity to the limit state values of the motion state of the aircraft and the load applied to the actuating unit 144. Here, the motion of the aircraft and the load may be data constituting the device status information. The sub-reaction force information may be calculated proportionally or exponentially. However, the sub-reaction force information is not limited to these methods and may also be generated according to a predefined schedule or in various other ways.

[0152] According to the details described above, the reaction force calculator 180 may generate reaction force information including sub-reaction force information for each direction of movement of the inceptors 162 and 164 and transmit it to the manipulation unit 136.

[0153] In some examples, the manipulation unit 136 may receive the reaction force information and select the sub-reaction force information that is closest to the threshold value among the multiple sub-reaction force information (step S215).

[0154] The manipulation unit 136 may select the sub-reaction force information that is closest to the threshold value among the multiple sub-reaction force information. In the present disclosure, the selected sub-reaction force information may be referred to as reaction force information in a narrow sense. The threshold is defined as the axial threshold corresponding to each sub-reaction force information, and the axial direction may correspond to the longitudinal, lateral, and yaw axes as illustrated in FIG. 16. For example, assume that the proximity of the sub-reaction force information for the longitudinal direction to the pitch threshold is 60%, the proximity of the sub-reaction force information for the lateral direction to the roll threshold is 20%, and the proximity of the sub-reaction force information for the yaw axis direction to the yaw threshold is 30%. In this case, the manipulation unit 136 may select the sub-reaction force information for the longitudinal direction, which has the highest proximity.

[0155] In some examples, the manipulation unit 136 may provide reaction force information to the pilot using the indicating unit 172 (step S220).

[0156] The sub-reaction force information with the highest proximity may be provided in at least one of the visual, tactile, and auditory modes. As illustrated in FIG. 16, the indicating unit 172, display 138, and speaker 182 may output the sub-reaction force information. The sub-reaction force information may be provided in a visually changing manner according to the magnitude of the reaction force in the direction of movement. For example, the number of light turns-on, color, and brightness of the indicating unit 172 may vary according to the magnitude of the reaction force. Alternatively, other methods may be utilized to represent the magnitude of the force applied to the inceptors 162 and 164 according to the specifications. In some examples, if the reaction force of the sub-reaction force information reaches the threshold value, the manipulation unit 136 may provide feedback to the pilot through the vibrators 168 and 170.

[0157] Reaction force information may be provided to at least one of the multiple inceptors 162 and 164, and FIG. 16 takes the example where the inceptors 162 and 164 are mounted on the air mobility apparatus 100. Without limitation, this implementation can also be applied to the case where the inceptor 202 is installed in the control station 200 and remotely controls the air mobility apparatus 100, as shown in FIG. 8.

[0158] Referring back to FIG. 11, if the pilot does not select a flight control option from the list presented on the display 138 (N in step S115), the processor 150 may set flight control parameters according to the flight control input requested by the pilot and control the actuators 144 based on the set flight control parameters (step S130).

[0159] Referring to FIGS. 17a and 17b, the synchronization of multiple inceptors 162 and 164 performed by the flight control option will be described. FIGS. 17a and 17b is a flowchart showing the flight control process according to activation and release for synchronization of plurality of inceptors

[0160] In some examples, the processor 150 receives the selection of a flight control option (step S305) and synchronizes the control ranges of the multiple inceptors 162 and 164 to conform to the flight control parameters corresponding to the selected flight control option (step S310).

[0161] The option selection and actuator control in step S305 are substantially the same as steps S115 and S120 of FIG. 11. The synchronization of the control ranges may be implemented within the allowable range of the multiple inceptors 162 and 164, determined based on the selected flight control option. The allowable range may include the control deviations of the multiple inceptors set according to the selected flight control option. The processor 150 can control the inceptor synchronizer 166, as illustrated in FIG. 16, to cause the synchronization operation of the multiple inceptors 162 and 164 mounted on the air mobility apparatus 100. The inceptor synchronizer 166 may be composed of a mechanical module, which can include connection pins, disconnection pins, or a clutch. The synchronization release can be executed upon a pilot's request. The synchronization release may be realized, for example, by releasing the pins or clutch that limit the inceptors 162 and 164 to the same control range. In another example, when the inceptor 202 is installed in the control station 200 and remotely controls the air mobility apparatus 100, as shown in FIG. 8, the inceptors of the air mobility apparatus 100 and the control station 200 may have a control range that is synchronized by an inceptor synchronizer that electrically sets or releases synchronization.

[0162] When the multiple inceptors 162 and 164 are synchronized, the synchronization status may be indicated as active on the display 138, as illustrated in FIG. 14. Additionally, when the pilot controls the aircraft using the flight control option, the display 138 can show the active inceptors 162 and 164. Furthermore, as shown in FIG. 14, the display 138 can indicate the inceptor with priority among the multiple inceptors.

[0163] In the present disclosure, the flight control option may be an option selected by the pilot in a flight abnormal situation. However, the following inceptor synchronization may also be performed to conform to various flight control parameters deployed in normal flight situations.

[0164] In some examples, when there is an operation of multiple inceptors 162 and 164, the input identifier 174 may compare the control inputs of the multiple inceptors 162 and 164 and analyze the difference between the control input signals (step S315).

[0165] Subsequently, the input identifier 174 may determine whether the discrepancy between the two control inputs exceeds the allowable range described in step S310 (step S320).

[0166] If the difference between the inputs of the multiple inceptors 162 and 164 is within the allowable range, the input identifier 174 may output the control input of the inceptors within the allowable range and control the actuator 144 based on the output control input (step S325). The output of the control input in step S325 may be, for example, the average of the control inputs of the multiple inceptors 162 and 164 or the control input of a preset inceptor among the multiple inceptors 162 and 164. The preset inceptor may be the main control stick. In addition to the above, the input identifier 174 can determine the output value in various ways for the control of the multiple inceptors 162 and 164 within the allowable range.

[0167] After the control input of the inceptor within the allowable range is output, the processor 150 may determine whether a request to release the synchronization of the control ranges for the multiple inceptors 162 and 164 has been received from the pilot (step S330). If synchronization release is requested, the input identifier 174 may output the control input of the inceptor with priority or the inceptor designated by the pilot, and the processor 150 may control the actuator 144 based on the pilot's control input for the output inceptor (step S335). The synchronization release is substantially the same as described in step S310. As illustrated in FIG. 14, synchronization may be indicated as inactive, and information related to the inceptor selected as the control input may be presented.

[0168] If the difference between the inputs of the multiple inceptors 162 and 164 exceeds the allowable range in step S320, the processor 150 may notify the discrepancy in the control inputs, as illustrated in FIG. 14 (step S340).

[0169] Subsequently, the processor 150 may use the input identifier 174 to determine whether there is an inceptor requesting control input that follows the selected flight control option (step S345). If there is an inceptor following the selected flight control option, the input identifier 174 may select and output the input signal of the inceptor corresponding to the option among the multiple inceptors. The processor 150 may control the actuator 144 based on the pilot's control input for the following inceptor (step S350). In this case, information related to the inceptor selected as the control input may be presented, as shown in FIG. 14.

[0170] If no inceptor follows the selected flight control option in step S345, the processor 150 may determine whether to use the inceptor with priority as the control input using the input identifier 174 (step S355). If there is an inceptor with priority, the input identifier 174 may select and output the input signal of the inceptor with priority among the multiple inceptors. The processor 150 may control the actuator 144 based on the pilot's control input for the inceptor with priority (step S360). In this case, information related to the inceptor selected as the control input may be presented, as shown in FIG. 14.

[0171] In step S355, if the pilot requests to use an inceptor other than the inceptor with priority as the control input, the processor 150 may determine whether a request to release the synchronization of the multiple inceptors 162 and 164 has been received from the pilot (step S365). If synchronization release is requested, the input identifier 174 may output the control input of the inceptor designated by the pilot, and the processor 150 may control the actuator 144 based on the pilot's control input for the output inceptor (step S370). The synchronization release is substantially the same as described in step S310. As illustrated in FIG. 14, synchronization may be indicated as inactive, and information related to the inceptor selected as the control input may be presented. If synchronization release is not requested, the processor 150 may guide the pilot's control input to lead it within the allowable range of the inceptor or limit the operating range of the inceptor (step S375). This allows the control input to be adjusted as optimally as possible to the flight control option and flight abnormal situation.

[0172] While the methods of the present disclosure described above are represented as a series of operations for clarity of description, it is not intended to limit the order in which the steps are performed, and the steps may be performed simultaneously or in different order as necessary. In order to implement the method according to the present disclosure, the described steps may further include other steps, may include remaining steps except for some of the steps, or may include other additional steps except for some of the steps.

[0173] The various implementations of the present disclosure are not a list of all possible combinations and are intended to describe representative aspects of the present disclosure, and the matters described in the various implementations may be applied independently or in combination of two or more.

[0174] In addition, various implementations of the present disclosure may be implemented in hardware, firmware, software, or a combination thereof. In the case of implementing the present disclosure by hardware, the present disclosure can be implemented with application specific integrated circuits (ASICs), Digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), general processors, controllers, microcontrollers, microprocessors, etc.

[0175] The scope of the disclosure includes software or machine-executable commands (e.g., an operating system, an application, firmware, a program, etc.) for enabling operations according to the methods of various implementations to be executed on an apparatus or a computer, a non-transitory computer-readable medium having such software or commands stored thereon and executable on the apparatus or the computer.

Claims

1.An air mobility apparatus comprising:an actuator coupled to a fuselage of an aircraft and configured to be controlled based on flight control parameters;a sensor configured to detect a status of the aircraft;a memory configured to store at least one instruction; andat least one processor configured to execute the at least one instruction stored in the memory,wherein the at least one processor is configured to:provide a plurality of flight control options with a user of the aircraft based on a flight abnormal situation being detected by the sensor, the plurality of flight control options comprising the flight control parameters,control the actuator based on the flight control parameters corresponding to a flight control option that is selected by the user among the plurality of flight control options, andprovide the user with reaction force information based on the status of the aircraft in a flight with the selected flight control option.2.The air mobility apparatus of claim 1, wherein the flight abnormal situation comprises at least one of (i) a failure of the actuator or (ii) an abnormal flight state due to environmental factors.3.The air mobility apparatus of claim 1, wherein the at least one processor is configured to:determine the plurality of flight control options based on operational constraint information in the flight abnormal situation, the operational constraint information comprising at least one of (i) constraint information of the actuator, (ii) constraint information of the fuselage, or (iii) constraint information of a power source unit that comprises a plurality of energy sources configured to supply power to the actuator,wherein the constraint information of the actuator comprises at least one of (i) a permissible speed, (ii) a permissible torque, or (iii) a permissible applied power of the actuator,wherein the constraint information of the fuselage comprises at least one of (i) a load applied to a control surface of a wing coupled to the fuselage or (ii) a permissible deflection angle of the wing, andwherein the constraint information of the power source unit comprises at least one of (i) a power condition, (ii) a permissible power amount applied to the actuator, or (iii) an operational state of the plurality of energy sources.4.The air mobility apparatus of claim 1, wherein the actuator comprises a propulsion assembly and a flight attitude regulator,wherein the flight control parameters comprise a control signal related to the propulsion assembly and the flight attitude regulator, andwherein the flight control option further comprises (i) activation information related to the actuator to be activated by the flight control option and (ii) evaluation information related to the flight corresponding to the flight control option.5.The air mobility apparatus of claim 4, wherein the evaluation information comprises at least one of (i) load information applied to the propulsion assembly and the flight attitude regulator, (ii) piloting difficulty information for the user, and (iii) comfort information for passengers of the aircraft.6.The air mobility apparatus of claim 1, wherein the at least one processor is configured to:generate device status information based on a current motion of the aircraft, a current load applied to the actuator, operational constraint information due to the flight abnormal situation, and the flight control parameters corresponding to the selected flight control option, the device status information comprising at least one of (i) a motion of the fuselage or (ii) a load applied to the actuator; andgenerate the reaction force information related to a proximity of the device status information to a limit state, and provide the reaction force information to the user.7.The air mobility apparatus of claim 1, wherein the at least one processor is configured to provide the reaction force information to an operation unit of the aircraft, the operation unit being configured to receive flight control inputs from the user and comprising an interface configured to present the reaction force information in at least one of (i) a visual format, a tactile format, or an auditory format.8.The air mobility apparatus of claim 7, wherein the reaction force information comprises a plurality of sub-reaction force information, each of the plurality of sub-reaction force information comprising a threshold that is defined in an axial direction, andwherein the at least one processor is configured to output the reaction force information corresponding to one of the plurality of sub-reaction force information having a closest proximity to the threshold.9.The air mobility apparatus of claim 8, wherein the operation unit comprises at least one inceptor for flight control, and the plurality of sub-reaction force information is provided based on a plurality of operating directions of the at least one inceptor.10.The air mobility apparatus of claim 7, wherein the operation unit comprises a plurality of inceptors for flight control by the user,wherein all of the plurality of inceptors are provided within the fuselage, or a portion of the plurality of inceptors are provided within the fuselage, and another portion of the plurality of inceptors are provided in a control station configured to remotely control the air mobility apparatus, andwherein the reaction force information is provided to at least one of the plurality of inceptors.11.The air mobility apparatus of claim 7, wherein the operation unit comprises a plurality of inceptors for flight control by the user, andwherein the at least one processor is further configured to synchronize control ranges of the plurality of inceptors to conform to the flight control parameters corresponding to the selected flight control option.12.The air mobility apparatus of claim 11, wherein the at least one processor is configured to:synchronize the control ranges within an allowable range of the plurality of inceptors that is a control deviation of the plurality of inceptors determined based on the selected flight control option, andbased on receiving, from the user, control inputs within the allowable range of the plurality of inceptors, determine a flight control input from (i) an average of the control inputs of the plurality of inceptors or (ii) one of the control inputs provided to a preset inceptor among the plurality of inceptors.13.The air mobility apparatus of claim 12, wherein the at least one processor is configured to:notify a discrepancy in the control inputs based on one or more of the control inputs exceeding the allowable range;based on a request to set the control input of one of the plurality of inceptors to follow the selected flight control option, determine the control input as the flight control input;based on no request to set the control input of one of the plurality of inceptors to follow the selected flight control option, determine whether to adopt the control input of a priority inceptor among the plurality of inceptors as the flight control input;based on the priority inceptor not being determined as the flight control input, release synchronization of the control ranges in response to receiving a request from the user to release the synchronization of the control ranges; andin response to releasing the synchronization of the control ranges, apply the control input of an inceptor selected by the user among the plurality of inceptors as the flight control input.14.The air mobility apparatus of claim 1, wherein the plurality of flight control options comprise an optimized flight control option recommended by the at least one processor, andwherein the at least one processor is further configured to:in response to the user not selecting the optimized flight control option, set the flight control parameters based on a flight control input that is requested by the user, andcontrol the actuator based on the flight control parameters set based on the flight control input requested by the user.15.A method for flight control of an aircraft by an air mobility apparatus, comprising:providing a plurality of flight control options with a user of the aircraft based on a flight abnormal situation being detected by a sensor that is configured to sense a status of the aircraft, the plurality of flight control options comprising flight control parameters;controlling an actuator coupled to a fuselage of the aircraft based on the flight control parameters corresponding to a flight control option selected by the user among the plurality of flight control options; andproviding the user with reaction force information based on the status of the aircraft in a flight with the selected flight control option.16.The method of claim 15, wherein the flight abnormal situation comprises at least one of (i) a failure of the actuator and (i) an abnormal flight state due to environmental factors.17.The method of claim 15, further comprising:determining the plurality of flight control options based on operational constraint information in the flight abnormal situation, the operational constraint information comprising at least one of (i) constraint information of the actuator, (ii) constraint information of the fuselage, or (iii) constraint information of a power source unit that comprises a plurality of energy sources configured to supply power to the actuator,wherein the constraint information of the actuator comprises at least one of (i) a permissible speed, (ii) a permissible torque, or (iii) a permissible applied power of the actuator,wherein the constraint information of the fuselage comprises at least one of (i) a load applied to a control surface of a wing coupled to the fuselage or (ii) a permissible deflection angle of the wing, andwherein the constraint information of the power source unit comprises at least one of (i) a power condition, (ii) a permissible power amount applied to the actuator, or (iii) an operational state of the plurality of energy sources.18.The method of claim 15, wherein the actuator comprises a propulsion assembly and a flight attitude regulator,wherein the flight control parameters comprise a control signal related to the propulsion assembly and the flight attitude regulator, andwherein the flight control option further comprises (i) activation information related to the actuator to be activated by the flight control option and (ii) evaluation information related to the flight corresponding to the flight control option.19.The method of claim 18, wherein the evaluation information comprises at least one of (i) load information applied to the propulsion assembly and the flight attitude regulator, (ii) piloting difficulty information for the user, and (iii) comfort information for passengers of the aircraft.20.The method of claim 15, further comprising:generating device status information based on a current motion of the aircraft, a current load applied to the actuator, operational constraint information due to the flight abnormal situation, and the flight control parameters corresponding to the selected flight control option, the device status information comprising at least one of (i) a motion of the fuselage or (ii) a load applied to the actuator; andgenerating the reaction force information related to a proximity of the device status information to a limit state, and providing the reaction force information to the user.21.The method of claim 15, wherein providing the reaction force information comprises:providing the reaction force information to an operation unit of the aircraft, the operation unit being configured to receive flight control inputs from the user and comprising an interface configured to present the reaction force information in at least one of (i) a visual format, a tactile format, or an auditory format.22.The method of claim 21, wherein the reaction force information comprises a plurality of sub-reaction force information, each of the plurality of sub-reaction force information comprising a threshold that is defined in an axial direction, andwherein the method further comprises outputting the reaction force information corresponding to one of the plurality of sub-reaction force information having a closest proximity to the threshold.23.The method of claim 22, wherein the operation unit comprises at least one inceptor for flight control, and the plurality of sub-reaction force information is provided based on a plurality of operating directions of the inceptor.24.The method of claim 21, wherein the operation unit comprises a plurality of inceptors for flight control by the user,wherein all of the plurality of inceptors are provided within the fuselage, or a portion of the plurality of inceptors are provided within the fuselage, and another portion of the plurality of inceptors are provided in a control station configured to remotely control the air mobility apparatus, andwherein the reaction force information is provided to at least one of the plurality of inceptors.25.The method of claim 21, wherein the operation unit comprises a plurality of inceptors for flight control by the user, andwherein the method further comprises synchronizing control ranges of the plurality of inceptors to conform to the flight control parameters corresponding to the selected flight control option.26.The method of claim 25, wherein synchronizing the control ranges comprises:synchronizing the control ranges within an allowable range of the plurality of inceptors that is a control deviation of the plurality of inceptors determined based on the selected flight control option, andbased on receiving, from the user, control inputs within the allowable range of the plurality of inceptors, determining a flight control input from (i) an average of the control inputs of the plurality of inceptors or (ii) one of the control inputs provided to a preset inceptor among the plurality of inceptors.27.The method of claim 26, further comprising:notifying a discrepancy in the control inputs based on one or more of the control inputs exceeding the allowable range;based on a request to set the control input of one of the plurality of inceptors to follow the selected flight control option, determining the control input as the flight control input;based on no request to set the control input of one of the plurality of inceptors to follow the selected flight control option, determining whether to adopt the control input of a priority inceptor among the plurality of inceptors as the flight control input;based on the priority inceptor not being determined as the flight control input, releasing synchronization of the control ranges in response to receiving a request from the user to release the synchronization of the control ranges; andin response to releasing the synchronization of the control ranges, applying the control input of an inceptor selected by the user among the plurality of inceptors as the flight control input.28.The method of claim 15, wherein the plurality of flight control options comprise an optimized flight control option, andwherein the method further comprises:in response to the user not selecting the optimized flight control option, setting the flight control parameters based on a flight control input that is requested by the user, andcontrolling the actuator based on the flight control parameters set based on the flight control input requested by the user.

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