Modular air mobility structure suitable for various applications

Abstract

The embodiments relate to an air mobility structure, the air mobility structure comprising an upper module allowing the air mobility structure to fly and a lower module that can couple with the upper module, wherein the upper module comprises: a body comprising a fuselage including a seating space and an entrance, and wings connected to the fuselage; a flight module for generating lift for the air mobility structure to fly; and a control unit for controlling the flight module, and the lower module comprises: an energy module for supplying driving energy to the flight module so that lift is generated for the air mobility structure to fly; and one or more application modules for executing preset functions.

Description

Air mobility based on a modular structure that can support various applications

[0001] Embodiments of the present application relate to air mobility based on a modular structure.

[0002] Air mobility refers to a diverse range of means of transportation in the air. While previously primarily limited to aircraft and helicopters, it has recently expanded and expanded to include drones, Urban Air Mobility (UAM), and Advanced Air Mobility (AAM).

[0003] While existing drones and UAM primarily performed simple functions over short distances, their scope has recently expanded to encompass long-distance travel and a variety of functions. Air mobility vehicles, such as drones and UAM, are manufactured in small batches, tailored to customer needs. Air mobility vehicles are delivered with internal components integrated into a single body, designed to perform specific tasks tailored to the user's needs.

[0004] However, since emerging air mobility such as drones and UAMs are still manufactured through a multi-variety, small-quantity production system, there are many limitations to manufacturing air mobility that performs various functions for each type, such as rising unit prices as the number of types increases.

[0005] To solve the above-described problems, embodiments of the present application seek to provide air mobility based on a modular structure.

[0006] According to various embodiments of the present application, a method for collecting fault codes of air mobility is provided.

[0007] According to various embodiments of the present application, a method for sharing usage rights for a specific module within air mobility is provided.

[0008] According to various embodiments of the present application, a method for notifying the life of air mobility is provided.

[0009] An air mobility communicating with a seller electronic device according to one aspect of the present application comprises an upper module configured to enable the air mobility to fly; and a lower module connectable with the upper module. The upper module comprises a body including a fuselage including a boarding space and a boarding gate and wings connected to the fuselage; a flight module generating lift for flying the air mobility; and a control module controlling the flight module. The lower module comprises an energy module supplying driving energy to the flight module to generate lift for flying the energy mobility; and one or more application modules performing preset functions.

[0010] In one embodiment, the application module may be a camera module configured to capture an image of an object in front, an antenna module configured to detect an object based on radio waves, a storage module configured to provide a space for storing items, or a capture module configured to capture other air mobility or drones.

[0011] According to another aspect of the present application, a method for collecting a fault code of air mobility by an air mobility and a seller electronic device, performed by the air mobility and the seller electronic device, may include the steps of: receiving a start-up command for the air mobility; evaluating the stability of at least one internal module included in the air mobility at the time of receiving the start-up command; initiating the start-up of the air mobility when it is determined that the internal module is stable; and a method for collecting a fault code of the air mobility may include the steps of: acquiring raw data regarding the air mobility; sampling the raw data at a predetermined period and transmitting the raw data to the seller electronic device; identifying a fault through one or more types of sensors, and generating a fault code corresponding to a fault type of the first type of fault when a first type of fault is identified; and transmitting raw data acquired for a predetermined period of time from the time of occurrence of the first type of fault code to the seller electronic device in a non-sampled state.

[0012] In one embodiment, the method may further include, when a failure identified through one or more types of sensors is a second type of failure, a step of transmitting raw data for a first period of time prior to a time point of occurrence of a failure code of the second type of failure to the seller electronic device in a non-sampled state based on the time point of occurrence of the failure code of the second type of failure; and a step of transmitting raw data for a second period of time after the time point of occurrence of the failure code of the second type of failure to the seller electronic device in a non-sampled state.

[0013] In one embodiment, the step of evaluating the stability of at least one module among the internal modules included in the air mobility at the time of receiving the start-up command may include the steps of: searching for individual module identification information collected from the internal module in the control module; applying the individual module identification information to a preset module table to determine whether the internal module is allowed; transmitting a test signal to a module among the internal modules determined to be allowed in the control module and receiving a response to the test signal; and evaluating the stability of the internal module based on the response to the test signal and whether it is allowed.

[0014] According to another aspect of the present application, a method for sharing usage rights for a specific module in air mobility, which is performed by a first air mobility, a second air mobility, and a seller electronic device, comprises the steps of: receiving an input requesting usage rights for the first air mobility from a control module of the second air mobility; transmitting, by the control module of the second air mobility, a request for usage rights to the first air mobility; receiving, by the control module of the first air mobility, a user input granting usage rights for an application module of the first air mobility to the second air mobility; storing, by the control module of the first air mobility, status information of the permission grant in a memory within the control module; transmitting, by the control module of the first air mobility, a permission grant response to the second air mobility that has transmitted the permission request when receiving the permission grant input; The control module of the second air mobility may include: a step of receiving an input for accessing a management page of the first air mobility through a third-party account of the second air mobility; a step of transmitting an access request signal of the third-party account to the first air mobility in response to the input through the third-party account; and a step of checking, by the first air mobility, whether the third-party account has access rights to the management page of the first air mobility; and a step of displaying, by the control module of the second air mobility, a management page for the first air mobility when the authority of the third-party account of the second air mobility is confirmed in the first air mobility.

[0015] In one embodiment, the method comprises the steps of: receiving an input for limiting a third party's flight time range for the first air mobility; receiving an input for limiting a third party's flight space range for the first air mobility; setting a third party's flight time range for an application module within the first air mobility; setting a flight space range for an application module within the first air mobility; receiving an input for controlling an application module of the first air mobility by the control module of the second air mobility; transmitting a control request of a third party account associated with the control module of the second air mobility to the first air mobility by the control module of the second air mobility; confirming, in the first air mobility, that the second air mobility requesting control has permission to use the application module of the first air mobility; If it is confirmed that the second air mobility requesting the control has the right to use the application module of the first air mobility, the control module of the first air mobility performs a step of checking whether the time at the time of receiving the control request is within a preset third-party flight time range; If it is confirmed that the second air mobility requesting the control has the right to use the application module of the first air mobility, the control module of the first air mobility performs a step of checking whether the location of the second air mobility is within a preset third-party flight space range at the time of receiving the control request; If the current time at the time of receiving the control request is within the third-party flight time range and the current location at the time of receiving the control request is within the third-party flight space range, the control module of the first air mobility generates a control command signal according to the control request of the control module of the second air mobility and transmits the signal to the application module in the first air mobility;And the application module of the first air mobility may further include a step of performing an operation corresponding to the control command signal in response to receiving the control command signal.;

[0016] According to another aspect of the present application, a method for collecting a fault code of air mobility by an air mobility and a seller electronic device is provided, the method comprising: the seller electronic device storing consumable information for each model of the air mobility; registering information about the buyer's air mobility based on input from the seller or a user of the air mobility; calculating an inspection time for each consumable of the air mobility by the seller electronic device, wherein the seller electronic device calculates a first inspection time for each consumable based on a time point of acquisition of parameters of the air mobility based on consumable information for each model, and calculating a second inspection time immediately following the first inspection time for each consumable; comparing the end-of-life date of the air mobility with the first inspection time to determine whether the end-of-life date of the air mobility is before the first inspection time; if the end-of-life date of the air mobility is before the first inspection time, the seller electronic device transmits a first notification message to a control module of the air mobility; The method may include: when the end of life of the air mobility is the first inspection time or has passed the first inspection time, the seller electronic device comparing the end of life of the air mobility with the second inspection time to determine whether the end of life of the air mobility is before the second inspection time; and when the end of life of the air mobility is after the first inspection time and before the second inspection time, the seller electronic device transmitting a second notification message to the control module of the air mobility.

[0017] In one embodiment, the step of transmitting the second notification message may include: a step of selecting, from among the consumables for which an inspection period has been calculated, a consumable whose end-of-life date of the air mobility is after the first inspection period of the consumable and before the second inspection period; a step of generating a second notification message that further includes information about the selected consumable and content notifying a precautionary measure for the selected consumable, including the remaining life of the air mobility; and a step of transmitting the second notification message to the air mobility.

[0018] Air mobility according to one aspect of the present application is configured with a structure in which internal modules can be detached, so that functions that can be performed by air mobility can be more easily expanded.

[0019] In various embodiments of the present application, the seller electronic device communicating with the air mobility can efficiently prepare for failures occurring under the module structure by collecting the fault code of the air mobility.

[0020] In various embodiments of the present application, air mobility can efficiently implement collaborative tasks (e.g., anti-drone capture) where simultaneity of control points is important by sharing the usage rights for specific modules within the air mobility with other air mobilities.

[0021] In various embodiments of the present application, the seller electronic device communicating with the air mobility can more reliably and strictly implement follow-up processing such as replacement and inspection of components within the air mobility by notifying the air mobility of the lifespan of the air mobility.

[0022] The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

[0023] FIG. 1 is a perspective view of air mobility according to one aspect of the present application.

[0024] FIG. 2 is a block diagram illustrating components of air mobility according to various embodiments of the present application.

[0025] FIG. 3 is a block diagram illustrating components of a control module according to various embodiments of the present application.

[0026] FIG. 4 illustrates a communication system for air mobility according to another aspect of the present application.

[0027] FIG. 5 is a network flowchart of a method for collecting fault codes of air mobility according to various embodiments of the present application.

[0028] FIG. 6 is a flowchart of a process in which a control module (115) operates in a first transmission mode to share failure information of air mobility with a seller electronic device (300) according to various embodiments of the present application.

[0029] FIG. 7 is a flowchart of a process in which a control module (115) operates in a second transmission mode to share failure information of air mobility with a seller electronic device (300) according to various embodiments of the present application.

[0030] FIG. 8 illustrates a communication system for air mobility according to various embodiments of the present application.

[0031] FIG. 9 is a network flowchart of a process for sharing usage rights for a specific module within air mobility (100) according to various embodiments of the present application.

[0032] FIG. 10 is a network flowchart of a process for sharing usage rights for an application module (125) of air mobility (100) with a third party while limiting time and / or space, according to various embodiments of the present application.

[0033] FIG. 11 is a network flowchart of a method for notifying the life of air mobility (100) according to various embodiments of the present application.

[0034] Hereinafter, embodiments of the present application will be described in detail with reference to the drawings.

[0035] However, this disclosure is not intended to limit the present disclosure to a specific embodiment, but should be understood to encompass various modifications, equivalents, and / or alternatives of the embodiments of the present disclosure. In connection with the description of the drawings, similar reference numerals may be used for similar components.

[0036] In this specification, expressions such as “has,” “may have,” “includes,” or “may include” indicate the presence of a feature (e.g., a component such as a number, function, operation, step, part, element, and / or component), and do not exclude the presence or addition of additional features.

[0037] When a component is referred to as being "connected" or "connected" to another component, it should be understood that it may be directly connected or connected to that other component, but that there may be other components intervening. Conversely, when a component is referred to as being "directly connected" or "connected" to another component, it should be understood that there are no other components intervening.

[0038] The terms "first," "second," "first," or "second" used in various embodiments may describe various components, regardless of order and / or importance, and do not limit the components. These terms may be used to distinguish one component from another. For example, "first component" and "second component" may represent different components, regardless of order or importance.

[0039] The expression "configured to" as used herein can be used interchangeably with, for example, "suitable for," "having the capacity to," "designed to," "adapted to," "made to," or "capable of." The term "configured to" does not necessarily mean something is "specifically designed to" in terms of hardware. Instead, in some contexts, the expression "a device configured to" can mean that the device, together with other devices or components, is "capable of." For example, the phrase "a processor configured (or set) to perform A, B, and C" may mean a dedicated processor (e.g., an embedded processor) for performing those operations, or a general-purpose processor (e.g., a CPU or application processor) that can perform those operations by executing one or more software programs stored in a memory device.

[0040]

[0041] In this specification, air mobility may be a drone, Urban Air Mobility (UAM), Regional Air Mobility (RAM), Advanced Air Mobility (AAM), or other aerial means.

[0042] In this specification, the classification of air mobility based on operating range may be determined based on the classification criteria for AAMs or drones. For example, short-range air mobility may be defined as having a operating range of 50 km or less, medium-range air mobility as having a operating range of 50 km to 500 km, and long-range air mobility as having a operating range of 500 km or more, but is not limited thereto.

[0043] Air mobility (100) according to one aspect of the present application may be an air vehicle capable of vertical take-off and landing (VTOL).

[0044] The above air mobility (100) can be classified into tilt type, lift / cruise composite type, multi-rotor type, and other aircraft types.

[0045] Tilt-wing aircraft are air mobility systems equipped with both fixed and rotary wings. They utilize vector propulsion, with the rotary wings oriented vertically for vertical takeoff and then tilted horizontally to provide thrust during cruise. Compared to rotary-wing aircraft, they offer higher energy efficiency, making them suitable for medium- to long-distance flight, and they can also achieve vertical takeoff and landing and high-speed flight. However, they face the technical difficulty of implementing tilting, high manufacturing costs, and high maintenance costs. They primarily utilize distributed electric propulsion, employing multiple propellers.

[0046] The lift / cruise hybrid aircraft, similar to the tilt aircraft, consists of fixed and rotary wings. By arranging the rotors separately to generate lift (vertical) and thrust (horizontal), this flight mode achieves characteristics similar to the tilt aircraft without the need for tilt. Its fast forward flight speed and high efficiency make it suitable for medium-distance flight.

[0047] Multirotor aircraft fly by generating lift with rotary wings (rotors) without fixed wings. They feature multiple rotors for enhanced safety. Their simple structure, low manufacturing and maintenance costs, and slow flight speeds make them ideal for short-distance urban travel.

[0048]

[0049] FIG. 1 is a perspective view of air mobility according to one aspect of the present application, and FIG. 2 is a block diagram illustrating components of air mobility according to various embodiments of the present application.

[0050] Referring to FIGS. 1 and 2, the air mobility (100) is configured based on a module structure and is applied with a pure electric propulsion system or an eco-friendly hybrid electric propulsion system.

[0051] The air mobility (100) to which the eco-friendly hybrid electric propulsion system with a modular structure for air mobility according to embodiments is applied may have aspects that are entirely hardware, entirely software, or partially hardware and partially software. For example, a device (or system) may collectively refer to hardware equipped with data processing capabilities and operating software for driving the same. In this specification, terms such as "unit," "system," and "device" are intended to refer to a combination of hardware and software driven by the hardware. For example, hardware may be a data processing device including a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), or another processor. In addition, software may refer to a running process, an object, an executable, a thread of execution, a program, etc.

[0052]

[0053] The above air mobility (100) includes an upper module (110) and a lower module (120).

[0054] The upper module (110) is configured to perform the flight performance of the air mobility (100). The upper module (110) includes a body (111) including a fuselage including a boarding space and a boarding gate, and wings connected to the fuselage. The wings may be fixed wings and / or rotary wings.

[0055] The body (111) is configured to mount other modules (112, 115, 122, 125) in the internal space of the body or to be coupled from the outside of the body (111).

[0056] Additionally, the upper module (110) includes a flight module (112) that generates lift for flying the air mobility (100). The flight module (112) includes one or more rotors. The rotors may be connected to wings or to the fuselage (111).

[0057] The above rotor is configured to perform lifting of the fuselage, such as takeoff, landing, hovering, or cruising of the air mobility (100). The rotor is connected to a propeller and rotates the propeller.

[0058] In various embodiments of the present application, at least one of the rotors may be a tilting rotor capable of tilting upward or downward (or forward) for lifting or cruising. The upward or downward orientation of the rotor corresponds to the direction in which the forward surface of the propeller connected to the rotor is directed toward the upper or lower surface of the fuselage.

[0059] In addition to the configuration for rotating the propeller, the above-mentioned tilting rotor may have a separate actuator for tilting the rotor itself. Various actuators known prior to the filing of this patent may be utilized for such tilting actuators.

[0060] When the tilting rotor tilts upward, the surface of the propeller connected to the tilting rotor becomes relatively horizontal to the ground, thereby lifting the air mobility (100).

[0061] When the tilting rotor tilts downward (or forward), the surface of the propeller connected to the tilting rotor is relatively oriented toward the direction of travel of the fuselage, thereby generating thrust for flight or cruising of the fuselage.

[0062] Additionally, in some embodiments, the rotor may further include a lifting rotor for lifting the fuselage. In some embodiments, the rotor may include one or more tilting rotors and / or one or more lifting rotors. In some embodiments, the type of propeller connected to the tilting rotor and the type of propeller connected to the lifting rotor may be the same and / or different from each other.

[0063] The lifting rotor is configured so that the connected propeller surface is relatively horizontal to the ground.

[0064] The rotor is driven by one or more electric motors. The electric energy for driving the motors is supplied from the energy unit described below.

[0065] In some embodiments, the flight module (112) may include an electric engine, a fan rotor drive motor, and an inverter.

[0066] The electric engine is configured to be driven by receiving electric energy from the energy module (122) below. The electric engine can rotate the fan jet via a fan rotor drive motor. In some embodiments, the electric engine may include a high-speed motor and an inverter.

[0067]

[0068] In various embodiments of the present application, the flight module (112) may be composed of a first flight module (112a) and a second flight module (112b).

[0069] The first flight module (112a) is a flight module (112) for flying a relatively short distance compared to the second flight module (112b). In some embodiments, the first flight module (112a) may be a drive system for short-distance flight of 50 km or less. For example, the first flight module (112a) may be a flight module used in a multi-rotor type.

[0070] The second flight module (112b) is a flight module (112) for flying a relatively long distance compared to the first flight module (112). In some embodiments, the second flight module (112b) may be a flight module (112) for medium- or long-distance flight of 50 km or more. For example, the second flight module (112b) may be a flight module used in a tilt type or a mixed type.

[0071] In addition, the upper module (110) includes an engine or motor that provides mechanical driving force or electrical energy when necessary, a rotor that is driven by the electric energy of a battery to perform takeoff, landing, or hovering of air mobility (100), or to perform cruising, and a control module (115) that monitors the status of the battery and rotor and controls the operation of the engine.

[0072] The above control module (115) can control the above flight module (112).

[0073] The components of the control module (115) are described in more detail with reference to FIG. 3 below.

[0074] The upper module (110) including these modules (111 to 115) can be configured to be coupled with the lower module (120) below.

[0075]

[0076] Meanwhile, the lower module (120) is a module that is coupled with the upper module (110). The lower module (120) includes an energy module (122) that provides driving energy to the flight module (112) to generate lift.

[0077] In various embodiments of the present application, the energy module (122) may include a hydrogen tank, a fuel tank, a reciprocating engine, and a generator. In some embodiments, the fuel tank may store sustainable aviation fuel (SAF). Hydrogen may be directly injected from the hydrogen tank and supplied to the reciprocating engine, or sustainable aviation fuel may be supplied to the reciprocating engine from the fuel tank.

[0078] A reciprocating engine can supply piston motion to a generator. The generator can generate electricity using the piston motion. The electrical energy from the generator can be supplied to the flight module (112).

[0079] In various embodiments of the present application, the energy module (122) may include a hydrogen fuel cell and / or a battery.

[0080] The battery is configured to store electric energy supplied from outside the air mobility (100) or to store electricity generated internally, such as the hydrogen fuel cell below.

[0081] A hydrogen fuel cell may include a hydrogen tank and a fuel cell stack. In some embodiments, the hydrogen fuel cell may further include a battery.

[0082] The above hydrogen tank stores hydrogen fuel in a gaseous or liquid state, and the stored hydrogen fuel can be discharged through a fuel discharge port. A pressure regulator may be installed at the fuel discharge port.

[0083] The fuel cell stack can produce electrical energy by reacting hydrogen fuel supplied from the fuel tank with oxygen in the air supplied from outside. The electrical energy can be supplied to a motor that drives the wings. In some embodiments, the electrical energy can be supplied to a battery within the hydrogen fuel cell before being supplied to the motor.

[0084] The battery in the above hydrogen fuel cell can store electric energy generated from the fuel cell stack and discharge the stored electric energy to a motor that drives the wings.

[0085] The above energy module (122) may further include a BMS that manages the charging / discharging and temperature of a hydrogen fuel cell and a battery.

[0086] The energy module (122) can supply electric energy stored in a hydrogen fuel cell and / or battery to the flight module (112).

[0087] In various embodiments of the present application, the energy module (122) may include a power distribution control system. The power distribution control system may distribute power to components within the flight module (112) under the control of the control module (115) below.

[0088] The above power distribution control system can perform power distribution operation for performing eco-friendly hybrid electric propulsion operation.

[0089] In this way, the electric energy supplied from the energy module (122) can be used as driving energy for the flight module (112).

[0090]

[0091] Additionally, the lower module (120) includes one or more application modules (125). The application modules (125) are the parts where user needs are implemented in the purpose-based UAM. The application modules (125) are configured to perform preset functions.

[0092] The above application module (125) performs various operations, including energy-related operations, flight-related operations, and control-related operations. The above application module (125) can be detachably attached to the upper module (110), and can also be detachably attached to or attached to the energy module (122) of the lower module (120).

[0093] In various embodiments of the present application, the application module (125) may be a camera module (1251), an antenna module (1252), a storage module (1253), a capture module (1254), or other application modules.

[0094] The camera module (1251) is configured to capture an image of an object in front. The air mobility (100) may include one or more camera modules (1251).

[0095] The above camera module (1251) photographs objects in front or around the air mobility (100). The camera module (1251) may be installed to photograph various locations (e.g., front, rear, side) of the air mobility (100). The camera module (1251) may generate flight image data representing the flight environment of the air mobility (100).

[0096] The above camera module (1251) may be a variety of imaging devices that recognize light and generate images. For example, the camera module (1251) may be an RGB sensor, but is not limited thereto.

[0097] The antenna module (1252) is configured to emit radio waves, receive reflected radio waves, and detect objects based on the received radio waves.

[0098] The storage module (1253) provides a space for storing items. The storage module (1253) may include a housing defining a space for storing items and a door for loading or unloading items into the space. In some embodiments, the door may be an electronic door that opens or closes under the control of the control module (115).

[0099] In various embodiments of the present application, the lower module (120) may include a heat preservation module and / or a cold preservation module as the storage module (1253). The housing may be electrically and / or physically configured for heat preservation or cold preservation.

[0100] A thermal insulation module is a storage module configured to set and maintain a relatively high temperature as the internal temperature of the storage module.

[0101] A refrigeration module is a storage module configured to set and maintain a relatively low temperature as the internal temperature of the storage module.

[0102] The capture module (1254) is a component used to capture other air mobility or drones. In some embodiments, the capture module (1254) may be configured to launch a net contained therein.

[0103] In various embodiments of the present application, the lower module (120) may include a first application module (125a), a second application module (125b), and an energy module (122) positioned between these application modules (125a, 125b).

[0104] In some embodiments, one of the first application module (125a) and the second application module (125b) may be coupled to a relatively forward end of the air mobility (100), and the other may be coupled to a relatively backward end of the air mobility (100). The upper module (110) and the energy module (122) provide a space in which these application modules (125a, 125b) can be coupled to the forward end and the backward end.

[0105] The above air mobility (100) can expand its executable functions as the types of application modules (125) that can be combined with the air mobility (100) expand.

[0106]

[0107] FIG. 3 is a block diagram illustrating components of a control module according to various embodiments of the present application.

[0108] Referring to FIG. 3, the control module (115) includes a communication unit (501), a memory (502), a processor (503), an input device (504), an output device (505), and a GPS sensor (506).

[0109] The above communication unit (501) is connected to the processor 502 to transmit and receive data, and can transmit and receive data with an external device (e.g., another air mobility (100) or a seller electronic device (300)). All or part of the communication unit (501) may be referred to as a transmitter, a receiver, a transceiver, a communication unit, a communication model, or a communication circuit. The communication unit (501) may support at least one of various wireless communication standards, such as a wired connection system and a wireless connection system, such as the Institute of Electrical and Electronics Engineers (IEEE) 802.xx system, the IEEE Wi-Fi system, the 3rd generation partnership project (3GPP) system, the 3GPP LTE (long term evolution) system, the 3GPP 5GNR (new radio) system, the 3GPP2 system, and Bluetooth.

[0110] The memory (502) can store programs of instructions that can be loaded and executed on the processor and data generated during the execution of these programs. Examples of programs and data stored on the memory (502) may include an operating system that controls the operation of hardware and software resources available in the air mobility (100), drivers for interacting with hardware devices such as the air mobility (100) and the seller electronic device (300), a communication protocol that can exchange data with other hardware devices such as the air mobility (100) and the seller electronic device (300), and additional software applications.

[0111] The memory (502) is connected to the processor (503) and can store data such as basic programs for the operation of the processor, application programs, setting information, and information generated by the processor's operations.

[0112] In addition, the memory can provide stored data upon request of the processor. In addition, the memory can permanently or temporarily store data received from the communication unit (501), image data captured by the camera module (1251), sensing data generated by a sensor (not shown), and data generated or processed by the processor (503).

[0113] Memory (502) may be volatile (such as RAM) or non-volatile (such as ROM or flash memory). Memory (502) may provide storage of computer-readable instructions, data structures, program modules, and other data. Memory (502) may include, for example, a Hard Disk Drive (HDD), a Solid State Drive (SSD), a Compact Disc (CD), Random Access Memory (RAM), Read Only Memory (ROM), and various other storage devices that permanently, semi-permanently, or temporarily store data.

[0114]

[0115] The processor may be configured to implement the procedures and / or methods proposed in the present invention. The processor may perform pre-stored computational processing operations to generate or create information, and determine at least one executable operation to be performed subsequently based on the determined or generated information. Furthermore, the processor may control components of the electronic device (100) to perform the determined operation. To this end, the processor may request, retrieve, receive, or utilize data from a memory, and control components of the electronic device (100) to execute an operation that is predicted or determined to be desirable among the at least one executable operation.

[0116] The processor (503) may include any combination of a CPU, a GPU (graphical processing unit), a single-core processor, a multi-core processor, an ASIC (application specific integrated circuit), etc. For example, the processor (503) may be implemented as at least one of a CPU (Central processing unit), a neuromorphic processor designed to be advantageous for the operation of an artificial neural network by imitating the neurons and synapses of the human brain, or other processors.

[0117] In addition to hardware implementation, the processor (503) may be implemented in software and / or firmware. The software or firmware implementation of the processor (503) may be described in any suitable programming language and include computer- or machine-executable instructions that perform the various functions described above. The software implementation of the processor (503) may be stored in whole or in part within the memory (502).

[0118] The input device (504) is a component configured to receive a command related to a user's input. The input device (504) may include a touch unit or other input unit. The touch unit is a component that inputs a user command by using a part of the user's body or another object as a pointing object. The touch unit may include, but is not limited to, a pressure-sensitive or electrostatic sensor such as a capacitive overlay or a resistive overlay. In addition to the sensor, the touch unit may be implemented as any type of sensor device capable of detecting the contact of an object. The touch sensor (504) may detect a user's touch input, generate a detection signal, and transmit the detection signal to the processor. The detection signal detected by the touch sensor (504) may include coordinate data of the touch input by the user.

[0119] The above other input units include, for example, buttons, keyboards, dials, switches, sticks, keys, etc. In one embodiment of the present application, the control module (115) may further include a physical button (504) in addition to the touch sensor (504).

[0120] The output device (505) is a component that outputs information input (or received), stored, and / or processed by the control module (115). The output device (505) may be implemented as, for example, a liquid crystal display (LCD), an organic light emitting diode (OLED), an active matrix organic light emitting diode (AMOLED), etc., but is not limited thereto.

[0121] Although the input device (504) and the output device (505) are separated in FIG. 3, in many embodiments, the input device (504) and the output device (505) may be implemented as a single component to perform input reception and information output. For example, the input device (504) and the output device (505) may be a touch panel implemented as a touch screen that forms a screen and layer structure. Touch input is input by a pointing object (e.g., a user's body, a tool, etc.).

[0122] The GPS sensor (506) can obtain location information indicating the GPS coordinates of the GPS sensor (506) by communicating with a GPS satellite. Since the GPS sensor (506) is installed in the air mobility (100), the GPS location information of the GPS sensor (506) can be treated as indicating the location information of the air mobility (100).

[0123] The above GPS sensor (506) can be used to transmit location information of the air mobility (100) to the processor 502 and perform control operations.

[0124]

[0125] In various embodiments of the present application, the control module (115) may be configured to perform at least one step of a method for collecting a fault code of air mobility from a seller electronic device (300).

[0126] To this end, the control module (115) of the air mobility (100) can upload location information collected via GPS to the seller electronic device (300) in real time (e.g., at a predetermined interval). In addition, the control module (115) can transmit data (e.g., a fault code) indicating whether the air mobility (100) is faulty to the seller electronic device (300). For example, based on the occurrence of a fault code, the control module (115) can upload the fault code to the seller electronic device (300).

[0127] In various embodiments of the present application, the control module (115) may perform a test run control operation to test the function and stability of the application module (125) connected to the control module (115) in order to check for stability issues of the included application module (125) when the air mobility (100) includes the application module (125).

[0128] In various embodiments of the present application, the control module (115) may collect, for each application module (125), cases in which the error rate of the corresponding application module (125) exceeds a preset threshold rate among the tasks previously performed in the air mobility (100), and apply the collected cases to a test run program. The test run program may perform a test run operation on the corresponding application module (125) using the collected cases, and obtain the performance results according to the test run, thereby verifying the stability and reliability of the application module (125).

[0129] The control module (115) may transmit the occurrence of a compatibility problem to an external device (e.g., a seller electronic device (300)) when a fault code due to incompatibility is obtained through the test run. The control module (115) may control the flight module (112) not to be driven even when a flight start command is issued when an incompatible application module (125) whose stability and reliability have not been verified is included in the air mobility (100). As a result, malfunctions and / or accidents due to incomplete application modules (125) in the air mobility (100) can be prevented.

[0130] In various embodiments of the present application, the control module (115) may be configured to perform at least one step of configuring a method for sharing usage rights for a specific module within air mobility.

[0131] In various embodiments of the present application, the control module (115) is configured to perform at least one step constituting a method for notifying the life of an air mobility (100).

[0132] The control module (115) can further improve the user convenience of the air mobility (100) of the module structure by implementing at least one of these various methods.

[0133] The operation of the above control module (115) is described in more detail with reference to FIGS. 4 to 11 below.

[0134]

[0135] The above air mobility (100) can be configured to utilize the module structure more efficiently.

[0136] FIG. 4 illustrates a communication system for air mobility according to another aspect of the present application.

[0137] Referring to FIG. 4, the communication system (1000) includes air mobility (100) and a seller electronic device (300). The air mobility (100) and the seller electronic device (300) can communicate with each other via a telecommunication network, either wired or wireless.

[0138] The telecommunications network provides wired / wireless telecommunication paths through which the air mobility (100) and the seller electronic device (300) can exchange data. The telecommunications network is not limited to a communication method based on a specific communication protocol, and an appropriate communication method may be used depending on the implementation example. For example, if the system is configured based on the Internet Protocol (IP), the telecommunications network may be implemented as a wired and / or wireless Internet network. If the air mobility (100) and the seller electronic device (300) are implemented as mobile communication terminals, the telecommunications network may be implemented as a wireless network such as a cellular network or a wireless local area network (WLAN).

[0139]

[0140] The seller's electronic device (300) is an electronic device of the seller selling the air mobility (100). The seller may be the initial seller who manufactures the air mobility (100) or supervises the manufacture of the air mobility (100) and sells it, or an intermediary seller who receives the authority to sell or repair the air mobility (100) from the initial seller and sells it to the end consumer.

[0141] The seller electronic device (300) includes at least one processor capable of processing data, a memory for storing data, and a communication unit for transmitting / receiving data. The seller electronic device (300) may be, for example, a laptop computer, a desktop computer, a server, other computing devices, a tablet, a cellular phone, a smart phone, a smart watch, smart glasses, a head-mounted display (HMD), other mobile devices, or other wearable devices.

[0142] The server may be a unitary server or may be implemented as a distributed server across multiple computers or multiple data centers. In various embodiments of the present application, the server is a plurality of computer systems or computer software implemented as network servers. Here, a network server refers to a computer system and computer software (network server program) that is connected to a lower device that can communicate with other network servers through a computer network, such as a private intranet or the Internet, and that receives a task execution request, performs the task, and provides the execution result. However, in addition to the network server program, it should be understood as a broad concept that includes a series of application programs running on the network server and, in some cases, various databases built within it. The server may be implemented as any type or combination of types of computing devices, such as a network server, a web server, a file server, a supercomputer, or a desktop computer. To this end, the server includes at least one processor capable of processing data, a memory for storing data, and a communication unit for transmitting / receiving data.

[0143] In various embodiments of the present application, the seller electronic device (300) may receive and store information about air mobility (100). For example, when manufacturing and selling air mobility (100), the seller may input information about the air mobility (100) into the seller electronic device (300).

[0144] In addition, the seller electronic device (300) can obtain information about a buyer who purchases and uses the air mobility (100). After purchasing the air mobility (100), the buyer can provide information about the buyer to the seller electronic device (300) by registering as a user with his / her profile information through the control module (115). The control module (115) can transmit a registration request including information about the buyer and information about the air mobility (100) to the seller electronic device (300). The seller electronic device (300) can associate the buyer and the air mobility (100) based on the information about the buyer and information about the air mobility (100) in the registration request.

[0145] In some embodiments, the seller electronic device (300) may include an object management database (not shown) constructed with information about each air mobility (100). The object management database is a data storage that stores information about the sold air mobility (100). The object management database may store information about the purchaser of the air mobility (100) and information about the air mobility (100) in a linked manner.

[0146] Information stored in the database may be structured according to a specific data structure. Furthermore, in some embodiments, each data store may be a relational, columnar, relational, or other suitable data store. In some embodiments, the seller electronic device (300) may provide an interface that allows the seller to manage, search, modify, add, or delete information stored in the database.

[0147] The seller electronic device (300) can store and manage model information of air mobility (100) based on user input through a manager account.

[0148] In some embodiments, information about the buyer may include at least one of the buyer's name, age, contact information, postal address, email address, and other profile information. Furthermore, in some embodiments, when information about the buyer is entered, the seller's electronic device (300) may use the information to create an account or ID for the buyer. The buyer's account may be linked to, for example, the buyer's name, age, contact information, etc.

[0149] Information about air mobility (100) is information used to recognize air mobility (100).

[0150] In various embodiments of the present application, information about air mobility (100) may include model information of the air mobility (100) and individual identification information (e.g., aircraft identification number) of the air mobility (100). The model information includes the model name of the air mobility (100), aircraft-related specifications, release year, factory price, etc. The aircraft-related specifications may include the classification type, size, weight, output, maximum speed, certified fuel efficiency, maximum flight distance, etc. of the air mobility (100). In addition, the model information may further include a photo and / or other detailed description of the air mobility (100).

[0151] Additionally, information about the air mobility (100) may further include account information about the driver or other user (e.g., passenger or purchaser) of the air mobility (100). The account information may include, but is not limited to, profile information and an account ID of the driver or other user of the air mobility (100).

[0152] When the buyer's account registration and air mobility (100) registration are completed by the seller's electronic device (300), the buyer can access a program (e.g., application) through the buyer's electronic device (e.g., smartphone, tablet, computer, etc.) or control module (115) to check his / her air mobility (100).

[0153] The seller electronic device (300) can receive individual identification information of the air mobility (100), communication identification information of the air mobility (100), module communication status information and fault code between the control module (150) within the air mobility (100) and other modules (110, 120, 210, 250) from the control module (115) of the air mobility (100).

[0154] In some embodiments, the communication identification information of the air mobility (100) may be a network address of the communication unit (501) in the control module (115), or a communication identifier assigned to the air mobility (100). The communication identifier corresponds to a terrestrial CAN (controller area network) ID, and may be, for example, an aircraft transponder code, and / or a satellite communication ID, but is not limited thereto.

[0155] Module communication status information describes the transmission and reception status of data or signals between modules. In some embodiments, the module communication status information may be CAN (Controller Area Network) data. The module communication status information may include a CAN ID for each module, a communication status, and a communication time.

[0156] Additionally, the seller electronic device (300) may store information on consumables that are subject to replacement or inspection in the air mobility (100). In some embodiments, the seller electronic device (300) may further include a consumables DB that stores information on consumables that are subject to replacement or inspection in the air mobility (100).

[0157] At this time, communication identification information, fault codes, and consumables to be replaced may differ for each model of air mobility (100). Therefore, the seller electronic device (300) can store the collected data for each model of air mobility (100). Specifically, the seller electronic device (300) can store a list of communication identification information, a list of fault codes, and a list of consumables to be replaced for each model as the collected data for each model.

[0158] The seller's electronic device (300) may input information on the model-specific collection data of the air mobility (100). Specifically, the seller may input and store list items, including a list of communication identification information for the corresponding model, a list of fault codes, and a list of consumables to be replaced, as the model-specific collection data of the air mobility (100). The seller's electronic device (300) may link and store the model information of the air mobility (100) and the model-specific collection data.

[0159] The seller's electronic device (300) may provide a function for searching for a specific air mobility (100) using information about the air mobility (100). For example, the seller may search for a specific desired air mobility (100) using information about the air mobility (e.g., identification information, model information) through a program (e.g., application) on the electronic device (300).

[0160] Based on the information stored in this manner, the seller electronic device (300) can provide information on the sales volume of the air mobility (100) equipped with the control module (115).

[0161] In one embodiment, the seller's electronic device (300) can generate statistics on the sales volume of the air mobility (100) based on various criteria. For example, the seller's electronic device (300) can generate statistics on the sold air mobility (100) based on the model name, the buyer's region, the buyer's age, and the output of the air mobility (100). For example, the seller or buyer can view the statistics through an application on the electronic device.

[0162] In the above communication system (1000), the seller electronic device (300) can obtain individual identification information for each air mobility entity through communication between internal modules of the air mobility (100) to recognize a specific air mobility (100). The air mobility (100) can share the fault code of the recognized air mobility (100) with the seller electronic device (300) that recognized the air mobility (100) using the individual identification information.

[0163]

[0164] Sharing module fault codes

[0165] In various embodiments of the present application, the air mobility (100) may be configured to report its fault code to the seller electronic device (300). The seller electronic device (300) and the air mobility (100) obtain the fault code of the combined module to estimate, evaluate, and track the status of the air mobility.

[0166] FIG. 5 is a network flowchart illustrating a method for a seller electronic device (300) to collect fault codes of air mobility according to various embodiments of the present application. The method of FIG. 5 can be performed on the communication system of FIG. 4.

[0167] Referring to FIG. 5, the method for the seller electronic device (300) to collect a fault code of air mobility may include a step (S101) of receiving a start-up command for the air mobility (100); a step (S102) of evaluating the stability of at least one module among the modules (112, 115, 122, 125) included in the air mobility (100) at the time of receiving the start-up command; and a step (S103) of starting the air mobility (100) when it is confirmed that the internal module (112, 115, 122, or 125) is stable. In some embodiments, the method for the seller electronic device (300) to collect a fault code of air mobility may include a step (S104) of the air mobility (100) displaying start-up result information in real time through an output device (505); Air mobility (100) may further include a step (S105) of transmitting start result information to a seller electronic device (300); and the seller electronic device (300) may further include a step (S106) of storing the start result information.

[0168] In the above step (S101), the air mobility (100) can receive a start-up command for the air mobility (100). The start-up command may be driver input information input through the control module (115) of the air mobility (100).

[0169] In the above step (S102), when the air mobility (100) receives a start-up command, it can be configured to evaluate the stability of at least one module among the modules (112, 115, 122, 125) included in the air mobility (100) at the time of receiving the start-up command.

[0170] The control module (115) can evaluate the stability of at least one module based on whether the module (112, 115, 122, or 125) included in the air mobility (100) is allowed to operate and its response to a test signal.

[0171] The permission of a module indicates whether the air mobility (100) is allowed to fly while the module (112, 115, 122, or 125) is coupled to the air mobility (100). In some embodiments, the permission of a module may be performed for all modules except the control module (115).

[0172] In various embodiments of the present application, the step (S102) may include: a step of searching, in a control module (115), individual module identification information collected from an internal module (112, 115, 122, or 125) included therein; a step of applying the individual module identification information to a preset module table to determine whether the internal module (112, 115, 122, or 125) is permitted; a step of transmitting, in the control module (115), a test signal to a module among the internal modules (112, 115, 122, or 125) determined to be permitted, and receiving a response to the test signal; and a step of evaluating the stability of the internal module (112, 115, 122, or 125) based on the response to the test signal and whether it is permitted.

[0173] The module table records, for each model of air mobility (100), information on modules allowed to be combined with the corresponding air mobility (100). The module table may include a list of each module (112, 115, 122, or 125) allowed for each model object of air mobility (100). In some embodiments, the information on modules allowed for each model in the module table may include weight information.

[0174] In one example, a list of flight modules (112) and energy modules (122) may include information about the flight modules (112) and energy modules (122), and the types of detailed components that make up them, part names, part identification information, and part properties that describe the parts.

[0175] In one example, a list of application modules (125) may include the purpose and effect of the application module (125), information about the application module (125), types of detailed components composing it, part names, part identification information, and part properties describing the parts.

[0176] The test signal for the internal module (112, 115, 122, or 125) may be a test control signal controlled by the control module (115). The test control signal may be a signal by which the control module (115) requests a desired response from the flight module 120 or energy module 210 for test purposes.

[0177] If the control module (115) does not receive a response from an internal module (112, 115, 122, or 125) within a predetermined time period after transmitting a test control signal, the control module (115) may determine that the test has failed for the internal module (112, 115, 122, or 125) that did not receive a response.

[0178] Additionally, when the control module (115) receives a response from an internal module (112, 115, 122, or 125) within a predetermined time after transmitting a test control signal, the control module (115) compares the received response with a response expected in advance for the transmitted test control signal.

[0179] Even if the response value received as a result of the comparison does not match the response value expected in advance for the transmitted test control signal, the control module (115) may determine that the test has failed for the corresponding internal module (112, 115, 122, or 125).

[0180] If the response value received as a result of the comparison matches a response value expected in advance for the transmitted test control signal, the control module (115) can determine that the test is successful for the corresponding internal module (112, 115, 122, or 125).

[0181] The above control module (115) can be evaluated as having flight stability if all of the internal modules (112, 115, 122, or 125) are acceptable modules for the air mobility (100) and the test is successful.

[0182]

[0183] The above control module (115) may evaluate that there is no flight stability if the internal module (112, 115, 122, or 125) is not an acceptable module for the air mobility (100) and / or fails the test.

[0184] In the above step (S102), the air mobility (100) may be started (S103) if the stability of the internal module (112, 115, 122, or 125) is confirmed as being stable as a result of the evaluation of the stability of the module by the control module (115). Then, the flight module (112) may be started and take off.

[0185] In the above step (S102), if the air mobility (100) is determined to be unstable as a result of evaluating the stability of the module by the control module (115), the start may not be performed (S103). That is, even if there is a start start command from the driver or other user (e.g., passenger or purchaser) of the air mobility (100), the start may not be started and the start-off state may be maintained continuously (S103).

[0186] In the above step (S104), the air mobility (100) can display the start result information in real time through the output device (505).

[0187] In the above step (S105), the air mobility (100) can transmit start result information to the seller electronic device (300). The start result information has identification information of the air mobility (100) and result information describing the start result.

[0188] Specifically, when the start of the air mobility (100) fails, the control module (115) can transmit the start result information including the start failure to the seller electronic device (300) (S105). For example, the control module (115) can identify the cause of the start failure of the air mobility (100) and transmit the start result including the failure cause code to the seller electronic device (300). In some embodiments, the cause of the start failure may include one or more of whether an unauthorized module is combined and whether a test has failed. In addition, in some embodiments, the start result information including the start failure may further include cause module information describing the unauthorized and / or test-failed module. The cause module information may be identification information of the corresponding module, indicating which of the internal modules (112, 115, 122, or 125) is the cause module of the start failure.

[0189] Alternatively, if the air mobility (100) is successfully started, the control module (115) can transmit start result information including the successful start to the seller electronic device (300).

[0190] In some embodiments, the startup result information, including the startup success, may include driving status information and / or energy status information. The driving status information may include information regarding the driving status of the motor, the driving status of the engine (e.g., engine RPM), oil temperature, coolant temperature, the driving status of the rotor (e.g., rotational speed), the flight speed of the air mobility (100), and / or other driving-related information.

[0191] Energy status information may include fuel cell or battery capacity, temperature, pressure, consumption per unit time, and / or other energy-related information.

[0192] The seller electronic device (300) may store startup result information (S106). In some embodiments, the seller electronic device (300) may store the startup result information in conjunction with information about the corresponding air mobility (100) in the object management DB (S106).

[0193] The air mobility (100) performing the operations of the above drawing 5 is configured to share fault information with the seller electronic device (300).

[0194] FIG. 6 is a flowchart illustrating a process in which a control module (115) operates in a first transmission mode to share air mobility failure information with a seller electronic device (300) according to various embodiments of the present application. The operations illustrated in FIG. 6 may be performed by the processor (503) of the control module (115).

[0195] Referring to FIG. 6, the method for collecting a fault code of air mobility by the seller electronic device (300) may further include a step of obtaining raw data regarding air mobility (100) (S201); a step of sampling the raw data and transmitting it to the seller electronic device (300) (S202); a step of identifying a fault through one or more types of sensors, and generating a fault code corresponding to the fault type for the first type of fault when a first type of fault is identified (S203); and a step of transmitting raw data acquired for a predetermined period of time from the time of occurrence of the fault code of the first type of fault to the seller electronic device (300) in a non-sampled state (S204).

[0196] In step (S201), the control module (115) may acquire raw data regarding the air mobility (100) equipped with the control module (115). For example, the raw data may include control data transmitted from the control module (115) to another internal module (111, 112, 122, or 125) and response data thereto. In some embodiments, the raw data may include image data acquired by the camera module (1251) of the air mobility (100) and / or radio data acquired by the antenna module (1252).

[0197] In step (S202), the control module (115) may sample raw data and transmit it to the seller electronic device (300). For example, the control module (115) may sample raw data acquired in real time at preset time intervals and transmit it to the seller electronic device (300). In some embodiments, the time interval may be determined according to data usage.

[0198] While the air mobility (100) operates without failure, raw data can be sampled and transmitted to the seller electronic device (300) as described above. Unsampled raw data can be temporarily stored, for example, in the memory (502) of the control module (115). For example, the raw data temporarily stored in the memory (502) of the control module (115) can be deleted after a predetermined period of time. However, this is not a limitation.

[0199] The seller electronic device (300) may store sampled raw data received from the control module (115) in memory. For example, the seller electronic device (300) may store the sampled raw data (for each air mobility (100)) in association with individual identification information of the air mobility (100). The sampled raw data stored in the seller electronic device (300) may be used to estimate and diagnose the status of the corresponding air mobility (100).

[0200] In step (S203), the control module (115) can identify a fault through one or more types of sensors, and when a fault is identified, can generate a fault code corresponding to the type of fault.

[0201] The above Type 1 failure refers to a failure that is not classified as a Type 2 failure described below. A Type 1 failure is a failure that does not immediately render flight impossible, but allows flight to some extent. It may be a minor failure that does not constitute an accident or major failure.

[0202] In various embodiments of the present application, the fault code may be any one of a fault code for a specific module, a fault code for a combination between modules, and a combination thereof.

[0203] In one example, a fault code for the airframe of the air mobility (100) may be identified as a fault code of the flight module (112).

[0204] In one example, the control module (115) can identify whether there is a collision or failure of the air mobility (100) using data acquired through a pressure sensor, a vibration sensor, or a collision sensor.

[0205] In one example, the control module (115) can identify whether the air mobility (100) is in an abnormal maneuver using data acquired through an inertial sensor (e.g., IMU). An abnormal maneuver is a maneuver that does not match the flight control command of the air mobility (100).

[0206] In one example, the control module (115) can identify whether each component is faulty by using data acquired through sensors provided in relation to each component.

[0207] In one example, the control module (115) can identify whether a specific module is faulty using module communication status information, for example, CAN data.

[0208] When the control module (115) identifies a collision, rollover, or component failure of the air mobility as described above, it can generate a corresponding fault code. The control module (115) can transmit the generated fault code to the seller electronic device (300).

[0209] In step (S204), the control module (115) may transmit raw data acquired over a predetermined period of time from the time of occurrence of a fault code to the seller electronic device (300) in a non-sampling state. The non-sampling state indicates a state in which raw data is not sampled. The operating mode of the control module (115) that transmits raw data without sampling may be referred to as a first transmission mode. The raw data stored in the seller electronic device (300) during the first transmission mode may be used to estimate and diagnose a fault state of the air mobility (100).

[0210] FIG. 7 is a flowchart illustrating a process in which a control module (115) operates in a second transmission mode to share air mobility failure information with a seller electronic device (300) according to various embodiments of the present application. The operations illustrated in FIG. 7 may be performed by the processor (503) of the control module (115).

[0211] The above control module (115) can operate in the second transmission mode as follows in case of an accident of the air mobility (100), a major failure, and / or at a time requested by the manufacturer of the air mobility (100).

[0212] The description of the operations (S201, S202, S203) illustrated in Fig. 7 corresponds to the operations (S201, S202, S203) illustrated in Fig. 6, so a detailed description is omitted and the differences are mainly described.

[0213] The method for collecting fault codes of air mobility by the seller electronic device (300) may further include a step (S205) in which, when a fault code for a second type of fault occurs, the control module (115) transmits raw data for a first predetermined time period before the time of occurrence of the fault code to the seller electronic device (300) in a non-sampled state, and a step (S206) in which raw data for a second time period after the time of occurrence of the fault code is transmitted to the seller electronic device (300) in a non-sampled state.

[0214] Specifically, in step (S201), the control module (115) can acquire raw data regarding the air mobility (100) equipped with the control module (115). For example, the raw data may be CAN (Controller Area Network) data and / or image data acquired by a camera module (1251).

[0215] In step (S202), the control module (115) can sample raw data and transmit it to the seller electronic device (300). For example, the control module (115) can sample raw data acquired in real time at specified time intervals and transmit it to the seller electronic device (300).

[0216] In various embodiments of the present application, while no fault code is generated in the air mobility (100) and the air mobility (100) is operating without failure, raw data may be sampled and transmitted to the seller electronic device (300) as described above. The unsampled raw data may be temporarily stored, for example, in the memory (502) of the control module (115).

[0217] Unlike the first type of failure, the failure code for the second type of failure is classified as a failure that renders the aircraft unable to fly. In various embodiments of the present application, the second type of failure may be an accident or a major failure.

[0218] In step (S203), the control module (115) can identify an accident or major failure of the air mobility system through one or more types of sensors or using CAN data, and, upon identifying an accident or major failure, generate a corresponding fault code. For example, if a component of the air mobility system does not operate despite operation control due to aging or the like exceeds a specified frequency, the control module (115) can identify an accident or major failure of the air mobility system.

[0219] An accident is a type of major failure, and refers to a failure caused by external factors. Unlike an accident, a major failure refers to a failure caused by factors other than external factors.

[0220] When a failure identified by one or more types of sensors is a second type of failure, i.e., when a failure code for an accident or a major failure occurs, the control module (115) may transmit raw data for a first predetermined time period prior to the occurrence of the failure code for the second type of failure to the seller electronic device (300) in a non-sampled state (S205), and transmit raw data for a second time period after the occurrence of the failure code for the second type of failure to the seller electronic device (300) in a non-sampled state. The operation mode of the control module (115) that transmits raw data in a non-sampled state or in a sampled state by sampling based on the occurrence of the failure code for an accident or a major failure may be referred to as a second transmission mode. The raw data stored in the seller electronic device (300) during the first transmission mode may be used to estimate and diagnose a failure state of the air mobility (100). The first time period and the second time period may be the same as or different from each other.

[0221] Meanwhile, according to one embodiment of the present invention, the control module (115) can operate in the second transmission mode to transmit raw data to the seller electronic device (300) not only in the event of an accident or major failure of the air mobility (100), but also at a time requested by the manufacturer of the air mobility (100).

[0222] The control module (115) of the air mobility (100) according to various embodiments of the present invention may operate in one of the first transmission mode or the second transmission mode described above, or may operate in both the first transmission mode and the second transmission mode described above.

[0223] According to various embodiments as described above, the control module (115) mounted on the air mobility (100) may transmit raw data regarding the air mobility (100) in a non-sampled state to the seller electronic device (300) according to the first transmission mode and / or the second transmission mode when an accident (e.g., rollover) or failure of the air mobility (100) is detected. In addition, the control module (115) or the seller electronic device (300) may transmit a failure or accident notification to an external device so that an emergency contact person or an emergency rescue agency can be dispatched. According to one embodiment, the control module (115) may control an acoustic device to sound a buzzer of the air mobility (100) when a failure or accident of the air mobility (100) is detected, thereby notifying the surroundings of the failure or accident of the air mobility.

[0224]

[0225] Sharing module permissions

[0226] Additionally, the air mobility (100) may be configured to allow control of the control module (115) in a specific geofence for at least one module among a plurality of included modules (e.g., 110, 120, 210, 250), and / or to allow control by a specific air mobility (100). Control of such a module may be performed by another air mobility (100). That is, the air mobility (100) may be configured to perform a method of sharing usage rights for a specific module within the air mobility.

[0227] FIG. 8 illustrates a communication system for air mobility according to various embodiments of the present application.

[0228] Since the communication system of Fig. 8 is similar to the communication system of Fig. 4, the differences will be mainly described.

[0229] Referring to FIG. 8, the communication system (1000) includes a plurality of air mobilities (100) and seller electronic devices (300). The air mobilities (100) or the air mobilities (100) and seller electronic devices (300) are connected through a telecommunication network and can communicate with each other via wired / wireless electrical communication.

[0230] A specific application module (125) within air mobility (100) can be matched one-to-one with a control module (115) within the same air mobility (100) in terms of control authority. The control module (115) within air mobility (100) including the specific application module (125) can control the module (125) by having the authority to use the specific application module (125). In addition, the control module (115) can return the result of the control of the control module (115) of the air mobility (100) from the application module (125) having the authority to use the module.

[0231] In addition, the air mobility (100) may grant another air mobility (100) the right to use the application module (125) of the air mobility (100). A third party (i.e., an authorized person) who has been granted the right to use the application module (125) may access and / or control information about a specific application module (125) within the air mobility (100) through its control module (115) or electronic device (300).

[0232] In various embodiments of the present application, when the first air mobility (100_1) includes an application module (125), the usage rights of the application module (125) of the first air mobility (100_1) may be shared with the second air mobility (100_2). Then, the control module (115) of the second air mobility (100_2) with which the usage rights are shared may control the application module (125) of the first air mobility (100_1). In addition, the application module (125) with which the usage rights are shared may return the results according to the control of the control module (115) of the second air mobility (100_2).

[0233] In one example, if the application module (125) with shared permissions is a camera module (1251), the camera module (1251) of the first air mobility (100_1) can supply the captured image data to the control module (115) of the second air mobility (100_2) with permission to use it.

[0234] In one example, if the application module (125) with shared usage rights is an antenna module (1252), the antenna module (1252) of the first air mobility (100_1) can supply the received radio wave data to the control module (115) of the second air mobility (100_2) with permitted usage rights.

[0235] In one example, if the application module (125) with shared permissions is a storage module (1253), the storage module (1253) of the first air mobility (100_1) may have its storage temperature set, changed, or maintained, and / or the storage module (1253) may be opened or closed, under the control of the control module (115) of the second air mobility (100_2).

[0236] In one example, if the application module (150) with which the above usage rights are shared is a capture module (1254), the capture module (1254) may initiate a capture operation under the control of the control module (115) of the second air mobility (100_2).

[0237] Below, the operation of the system in a case where the owner of air mobility (100) grants the right to use the air mobility (100) to a third party is described in detail.

[0238] FIG. 9 is a network flow diagram of a method for sharing usage rights for a specific module within air mobility (100) according to various embodiments of the present application.

[0239] Referring to FIG. 9, a method for sharing usage rights for a specific module in air mobility (100) includes a step (S301) of receiving an input requesting usage rights for a first air mobility (100_1) from a control module (115) of a second air mobility (100_2); a step (S302) of transmitting a request for usage rights to the first air mobility (100_1) by the control module (115) of the second air mobility (100_2); a step (S304) of receiving a user input granting usage rights for an application module (125) of the first air mobility (100_1) to the second air mobility (100_2); The control module (115) of the first air mobility (100_1) includes a step (S305) of storing information on the status of permission granting in the memory (502); and a step (S307) of transmitting an permission granting response to the second air mobility (100_2) that transmitted the request for permission when the control module (115) of the first air mobility (100_1) receives an input for permission granting. In addition, in some embodiments, the method may further include a step (S306) of transmitting information on the status of permission granting to the seller electronic device (300) and storing the information in the seller electronic device (300).

[0240] Specifically, in step (S301), a third party requesting permission to use the second air mobility (100_2) or the seller electronic device (300) may receive an input requesting permission to use the first air mobility (100_1) from the control module (115) of the second air mobility (100_2) to request permission to use a specific application module (125) of the first air mobility (100_1). The control module (115) of the second air mobility (100_2) may transmit the permission request to the first air mobility (100_1) (S303). The permission request is generated based on the input of step (S301).

[0241] In step (S303), the first air mobility (100_1) receives an authorization request.

[0242] The above permission request includes information about the module to which the permission is granted, i.e., a specific application module (125), and information about a third party requesting the permission. The information about the third party is information about the second air mobility (100_2), which is a third party, from the perspective of the first air mobility (100_1). As described above, the information may include model information of the air mobility (100), individual identification information of the air mobility (100) (e.g., aircraft identification number), and account information about the driver or other users (e.g., passengers or purchasers) of the air mobility (100).

[0243] Hereinafter, for clarity of explanation, the process of sharing usage rights for specific modules within the air mobility (100) will be described in more detail with examples using account information (i.e., third-party account information) for a driver or other user of the air mobility (100) as information for a third party. However, it will be apparent to those skilled in the art that the third-party account information for the air mobility (100) is merely exemplary and does not limit information for other air mobilities (100).

[0244]

[0245] When the control module (115) of the first air mobility (100_1) receives a request for permission to use the application module (125) of the first air mobility (100_1), in response to the request, the control module (115) may receive a user input from a driver or other user (e.g., a passenger or owner) granting permission to use the application module (125) of the first air mobility (100_1) to the second air mobility (100_2) (S304).

[0246] The control module (115) of the first air mobility (100_1) may, upon receiving a user input granting permission, generate permission grant status information based on information about the second air mobility (100_2) to which permission has been granted and the permission request. The control module (115) of the first air mobility (100_1) may store the permission grant status information in the memory (502) (S305). In some embodiments, the control module (115) of the first air mobility (100_1) may transmit the permission grant status information to the seller electronic device (300) and store it in the seller electronic device (300) (S306).

[0247] When the seller electronic device (300) receives information on the status of authorization from the first air mobility (100_1), it can store the information on the status of authorization in the object management DB in connection with information on the first air mobility (100_1) (S306). The seller electronic device (300) can register a third party's usage rights for the application module (125) within the first air mobility (100_1).

[0248] When the control module (115) of the first air mobility (100_1) receives an input requesting permission, it can transmit the request to the second air mobility (100_2) that sent the permission request (S307). The first air mobility (100_1) can respond to the permission request through the control module (115).

[0249] In various embodiments of the present application, the process of sharing usage rights for a specific module within air mobility (100) may further include steps (S401 to S404).

[0250] In step (S401) after step (S306), the control module (115) of the second air mobility (100_2) can receive an input for accessing the management page of the first air mobility (100_1) through a third-party account of the second air mobility (100_2). The third-party account is the account of the purchaser of the second air mobility (100_2).

[0251] In various embodiments of the present application, the management page may be a user interface screen for inputting a control command for an application module (125) granted usage rights within the first air mobility (100_1), and / or outputting an operation result according to the control.

[0252] In response to the input through the third-party account, the control module (115) of the second air mobility (100_2) transmits an access request signal of the third-party account to the first air mobility (100_1) (S402). The control module (115) of the first air mobility (100_1) can receive an access request signal for the management page of the first air mobility (100) from the control module (115) of the second air mobility (100_2).

[0253] In step (S403), the first air mobility (100_1) can check whether a third-party account has access to the management page of the first air mobility (100). The first air mobility (100_1) can search for the entity identification information of the second air mobility (100_2) that transmitted the access request signal or the third-party account in the pre-stored permission grant status information to check whether the third-party account has access to the management page of the first air mobility (100) (S403).

[0254] When the authority of the third-party account of the second air mobility (100_2) is confirmed in the first air mobility (100_1), the control module (115) of the second air mobility (100_2) may display a management page for the first air mobility (100) (S404).

[0255] For example, the first air mobility (100_1) can store authority information of each account in a table or link format, and based on the table or link, can check whether a specific third-party account has authority for a specific application module (125) within the first air mobility (100_1).

[0256]

[0257] The first air mobility (100_1) may enable the third-party account to move to the management page of the first air mobility (100) based on confirmation that the third-party account has authority over the air mobility (100). For example, the first air mobility (100_1) may issue an authentication token value to the control module (115) of the second air mobility (100_2) based on confirmation of authority. However, the present invention is not limited thereto. Of course, if the seller electronic device (300) confirms that the third-party account does not have authority, it may not issue the authentication token value and / or may block movement to the management page.

[0258] The above management page can display information about the application module (125) being controlled.

[0259] Through the operation of steps (S401 to S404), the second air mobility (100_2) can check the status and other information of the control target application module (125) in advance before initiating control of the application module (125) of the first air mobility (100_1).

[0260]

[0261] FIG. 10 is a flowchart of a process for sharing usage rights for an application module (125) of air mobility (100) with a third party while limiting time and / or space, according to various embodiments of the present application.

[0262] Since the operations (S301 to S307) of Fig. 10 correspond to the operations (S301 to S307) of Fig. 8, the description of the same parts is omitted and the differences are mainly described.

[0263] First, in order for a third party, the second air mobility (100_2), to request permission for a specific application module (125) of the first air mobility (100), the control module (115) of the second air mobility (100_2) can receive an input requesting permission to use the application module (125) of the first air mobility (100) from a driver or other passengers (S301). The control module (115) of the second air mobility (100_2) can generate a permission request based on the input and transmit it to the first air mobility (100_1) (S303).

[0264] In step (S303), the first air mobility (100_1) receives an authorization request.

[0265] The control module (115) of the first air mobility (100_1) can receive a user input from a driver or other user (e.g., a passenger or owner) granting the second air mobility (100_2) permission to use the application module (125) of the first air mobility (100_1) (S304).

[0266] The control module (115) of the first air mobility (100_1) may, upon receiving a user input granting permission, generate permission grant status information based on information about the second air mobility (100_2) to which permission has been granted and the permission request. The control module (115) of the first air mobility (100_1) may store the permission grant status information in the memory (502) (S305). In some embodiments, the control module (115) of the first air mobility (100_1) may transmit the permission grant status information to the seller electronic device (300) and store it in the seller electronic device (300) (S306).

[0267] When the control module (115) of the first air mobility (100_1) receives an input requesting permission, it can transmit the request to the second air mobility (100_2) that sent the permission request (S307). The first air mobility (100_1) can respond to the permission request through the control module (115).

[0268] Additionally, the first air mobility (100_1) may grant a third party the right to use its application module (125) in a temporally and / or spatially limited manner.

[0269] A method for sharing usage rights for a specific module within the above air mobility (100) comprises: a step (S501, S502) of receiving an input for limiting a third party's flight time range and / or flight space range; a step (S503) of setting a third party's flight time range and / or flight space range for an application module (125) within the first air mobility (100_1); a step (S601) of receiving an input for controlling the application module (125) of the first air mobility (100_1) by the control module (115) of the second air mobility (100_2); a step (S602) of transmitting a control request of a third party account associated with the control module (115) of the second air mobility (100_2) to the first air mobility (100_1); A step (S603) of confirming that the second air mobility (100_2) requesting control has the right to use the application module (125) of the first air mobility (100); If it is confirmed that the second air mobility (100_2) requesting control has the right to use the application module (125) of the first air mobility (100) (S603), the control module (115) of the first air mobility (100_1) confirms whether the time at which the control request was received is within a preset third-party flight time range (S604), and / or a step (S605) of confirming whether the location of the second air mobility (100_2) at the time of receiving the control request is within a preset third-party flight space range; If the current time at the time of receiving the control request in step (S604) is within the flight time range of the third party and / or if the current location at the time of receiving the control request in step (S605) is within the flight space range of the third party, the control module (115) of the first air mobility (100_1) generates a control command signal according to the control request of the control module (115) of the second air mobility (100_2) and transmits the signal to the application module (125) in the first air mobility (100_1) (S606);And the application module (125) of the first air mobility (100) includes a step (S607) of performing an operation corresponding to the control command signal in response to receiving the control command signal. In some embodiments, the method of sharing the usage rights for a specific module within the air mobility (100) may further include a step (S504) of the seller electronic device (300) receiving flight time range and / or flight space range data for a third party from the first air mobility (100_1); and a step (S505) of storing the flight time range and / or flight space range data for the third party in connection with information on the first air mobility (100_1) in the object management DB.

[0270] The first air mobility (100_1) can receive an input limiting a third party's flight time range and / or flight space range through an input device (504) (S501, S502), and set the third party's flight time range and / or flight space range for the application module (125) within the first air mobility (100_1) (S503).

[0271] In step (S501), the control module (115) of the first air mobility (100_1) can receive an input regarding a third party's flight time range from the driver or other users (e.g., passengers or purchasers) of the first air mobility (100_1). The input regarding the flight time range is an input that specifies a time range, i.e., a time fence, within which the third party can use the application module (125) of the first air mobility (100_1). The control module (125) of the first air mobility (100_1) obtains the input regarding the third party's flight time range based on the input of the driver or other users (e.g., passengers or purchasers) of the first air mobility (100_1) (S501).

[0272] In step (S502), the control module (115) of the first air mobility (100_1) can receive an input regarding a third party's flight space range from the driver or other users (e.g., passengers or purchasers) of the first air mobility (100_1). The input regarding the flight space range is an input that designates a space range, i.e., a geo-fence, within which the third party can use the application module (125) of the first air mobility (100_1). The control module (125) of the first air mobility (100_1) obtains an input regarding the third party's flight space range based on the input of the driver or other users (e.g., passengers or purchasers) of the first air mobility (100_1) (S502).

[0273] The above spatial range defines a three-dimensional space. In some embodiments, the spatial range may be a three-dimensional spatial region of a predetermined radius based on the position of the first air mobility (100_1). In some embodiments, the input for the third party's flight space range includes a distance range on the z-axis, a distance range on the x-axis, and a distance range on the y-axis based on the position of the first air mobility (100_1). Furthermore, in some embodiments, the input for the third party's flight space range may be an input for a two-dimensional region on the xy-plane. For example, the input for the third party's flight space range may be composed of an input representing a two-dimensional region of a predetermined radius based on the position of the first air mobility (100_1), and an input representing an allowable distance range on the z-axis based on the two-dimensional region.

[0274] In step (S503), the control module 150 of the first air mobility (100_1) can store the input flight time range and / or flight space range data in the memory (502). In addition, the control module 150 of the first air mobility (100_1) can transmit the set flight time range and / or flight space range data to the seller electronic device (300) (S504).

[0275] When the seller electronic device (300) receives flight time range and / or flight space range data for a third party from the first air mobility (100_1) (S504), it can store the flight time range and / or flight space range data for the third party in connection with information about the first air mobility (100_1) in the object management DB (S505).

[0276] In some embodiments, two or more second air mobility (100_2) may be registered as authorized persons (third parties) for a single application module (125). The first air mobility (100_1) may individually set different flight time ranges and / or flight space ranges for each authorized person. The first air mobility (100_1) may provide a first input specifying a first flight time range and / or a first flight space range of the first authorized person, and a second input specifying a second flight time range and / or a second flight space range of the second authorized person. In this case, the first air mobility (100_1) may store information about the first authority (e.g., information about the 2-1 air mobility (100)) and the first flight time range and / or the first flight space range data in conjunction with each other, and may store information about the second authority (e.g., information about the 2-1 air mobility (100)) and the second flight time range and / or the second flight space range data in conjunction with each other (S504, S505).

[0277] In a subsequent step (S601), the control module (115) of the second air mobility (100_2) may receive an input for controlling the application module (125) of the first air mobility (100_1). In some embodiments, the control module (115) of the second air mobility (100_2) may receive an input for controlling the application module (125) of the first air mobility (100_1) through a third-party account associated with the second air mobility (100_2). The third-party account is an account of a driver or other user of the second air mobility (100_2).

[0278] In various embodiments of the present application, when the application module (125) is a camera module (1251), the input for controlling may be an input for capturing image data. When the application module (125) is an antenna module (1252), the input for controlling may be an input for receiving radio wave data. When the application module (125) is a storage module (250c or 250d), the input for controlling may be temperature control, such as setting, changing, or maintaining a storage temperature, and / or storage control, such as opening or closing a storage space. When the application module (125) is a capture module (125)e, the input for controlling may be an input for initiating a capture operation. For example, it may be an input for ejecting a net within the capture module (125)e.

[0279] In response to receiving the input for the above control, the control module (115) of the second air mobility (100_2) can transmit a control request of a third-party account associated with the control module (115) of the second air mobility (100_2) to the first air mobility (100_1) (S602).

[0280] The above control request may include input for the above control and information about the second air mobility (100_2) (e.g., information about a third party account).

[0281] In various embodiments of the present application, the control request may further include time at the time of control and / or location information of the second air mobility (100_2) at the time of control.

[0282] In step (S603), the control module (115) of the first air mobility (100_1) can check whether the third-party account of the control request has permission to use the application module (125) of the first air mobility (100).

[0283] The above first air mobility (100) can confirm the usage rights of the second air mobility (100_2) (S603). Since the operation of the above step (S603) is identical to the operation of step (S403), a detailed description is omitted.

[0284] If it is confirmed that the second air mobility (100_2) requesting control has the right to use the application module (125) of the first air mobility (100) (S603), the control module (115) of the first air mobility (100_1) checks whether the time at which the control request was received is within the preset third party flight time range (S604), and / or checks whether the location of the second air mobility (100_2) at the time of receiving the control request is within the preset third party flight space range (S605).

[0285] If the current time at the time of receiving the control request in step (S604) is within the flight time range of the third party, the control module (115) of the first air mobility (100_1) can generate a control command signal according to the control request of the control module (115) of the second air mobility (100_2) and transmit it to the application module (125) in the first air mobility (100_1) (S606).

[0286] Meanwhile, if the current time of the second air mobility (100_2) is outside the flight time range of the third party, the control module (115) of the first air mobility (100_1) may not transmit a control command signal to the application module (125), but may output a control rejection message through the output device (505) of the first air mobility (100_1) and / or reply to the second air mobility (100_2). The control rejection message may be output in the form of a push notification, but is not limited thereto.

[0287] If the current location at the time of receiving the control request in step (S605) is within the flight space range of a third party, the control module (115) of the first air mobility (100_1) can generate a control command signal according to the control request of the control module (115) of the second air mobility (100_2) and transmit it to the application module (125) in the first air mobility (100_1) (S606).

[0288] Meanwhile, if the current location of the second air mobility (100_2) is outside the flight space range of the third party, the control module (115) of the first air mobility (100_1) may not transmit a control command signal to the application module (125), but may output a control rejection message through the output device (505) of the first air mobility (100_1) and / or reply to the second air mobility (100_2). The control rejection message may be output in the form of a push notification, but is not limited thereto.

[0289] The application module (125) may perform an operation corresponding to the control command signal in response to receiving the control command signal (S607). The application module (125) of the first air mobility (100_1) that has received the control command signal may perform an operation corresponding to the control command signal according to the control command signal. The operation corresponding to the control command signal may be an operation according to the input for control in step (S601).

[0290] In this way, the first air mobility (100_1) can grant the second air mobility (100) limited control over its application module (125) only within a set flight time range and / or a set flight space range.

[0291] In various embodiments of the present application, the second air mobility (100_2) can simultaneously obtain usage rights for the application modules (125) of each of the plurality of first air mobilities (100_1). As a result, the second air mobility (100_2) can simultaneously control the plurality of application modules (125) distributed to the locations of the individual first air mobilities (100_1). Consequently, collaborative tasks (e.g., anti-drone capture, etc.) that require simultaneous control timing can be efficiently implemented.

[0292]

[0293] Module lifespan notification

[0294] In various embodiments of the present application, the seller electronic device (300) may calculate an expected lifespan for at least one module among the modules included in the air mobility (100) and notify the air mobility (100) of the calculated expected lifespan.

[0295] FIG. 11 is a flowchart of a method for notifying the life of air mobility (100) according to various embodiments of the present application.

[0296] Referring to FIG. 11, a method for notifying the life of air mobility (100) may include steps (S701 to S908).

[0297] Specifically, in the above step (S701), the seller electronic device (300) can store consumable information for each model of the air mobility (100).

[0298] For example, air mobility (100) may include consumables that are subject to inspection (or replacement), and the consumables that are subject to inspection may vary for each model of air mobility (100). A list of consumables that are subject to inspection for a specific model of air mobility (100) may be stored in advance in the seller electronic device (300) based on an input from a user (e.g., an administrator) of the seller electronic device (300) when the model of air mobility (100) is released. That is, when a model of air mobility (100) is released, the administrator may input a list of consumables that are subject to inspection for the model of air mobility (100) into the system through the seller electronic device (300). As a result, the seller electronic device (300) may store consumable information for each model of air mobility (100) in advance. In some embodiments, the consumable information for each model may be stored in the consumable DB in conjunction with other information about the corresponding consumables.

[0299] Consumable information may include, but is not limited to, profile information such as the consumable name, recommended lifespan for said consumable, and maintenance cycle.

[0300] In various embodiments of the present application, the model-specific consumables information may comprise module-specific consumables information for each of a plurality of modules allowed for the model. The set of model-specific consumables information may be subdivided into module-specific consumables information within the model.

[0301] Thereafter, when a buyer purchases a specific air mobility (100), the seller's electronic device (300) may register information about the buyer's air mobility (100) based on input from the seller or the user (e.g., the buyer) of the air mobility (100) (S702). Specifically, the seller's electronic device (300) may link and store the buyer's account information and information about the buyer's air mobility.

[0302] In the above step (S801), the control module (115) mounted on the air mobility (100) can obtain the operating parameters of the air mobility (100). The operating parameters are information that parameterizes and describes the operating state of the module during the flight time when the air mobility (100) takes off and lands.

[0303] In various embodiments of the present application, the operating parameters of the air mobility (100) may include one or more of the operating parameters of the flight module (112), the operating parameters of the control module (115), the operating parameters of the energy module (122), and the operating parameters of the application module (125).

[0304] The obtained operating parameters of the air mobility (100) can be used to predict the lifespan of the air mobility (100) in the seller electronic device (300).

[0305] For example, the operating parameters of the air mobility (100) may include one or more of the torque ratio of the motor for fan jet rotation, the load ratio of the motor, the operation hour of the motor, the accumulated fuel consumption, the fuel efficiency (or the instantaneous fuel efficiency), the failure information of the motor, the temperature of the motor, the temperature of the coolant, the accumulated flight distance, the accumulated flight time, the real-time flight distance during the latest flight, and the real-time flight time during the latest flight.

[0306] In step (802), the control module (115) can transmit the operating parameters of the acquired air mobility (100) to the seller electronic device (300). The control module (115) can transmit the operating parameters of the air mobility (100) to the seller electronic device (300) in real time or at a preset reporting cycle. The seller electronic device (300) can receive the operating parameters of the air mobility (100) from the control module (115) at a predetermined reporting cycle.

[0307] In step (S803), the seller electronic device (300) can store the received operating parameters of the air mobility (100). For example, the seller electronic device (300) can link and store the individual identification information of the control module (115) or the air mobility (100) and the operating parameters of the modules (112, 115, 122, and / or 125) within the air mobility (100).

[0308] In step (S804), the seller electronic device (300) can calculate the lifespan of the air mobility (100) using the stored operating parameters of the air mobility (100). For example, the seller electronic device (300) can register (store) information on modules (112, 115, 122, and / or 125) within a plurality of air mobilities (100), and can individually calculate the lifespan of the air mobility (100) in real time using the operating parameters of the air mobility (100) stored in relation to each module.

[0309] In various embodiments of the present application, the seller electronic device (300) may store the production date of the air mobility (100) as information about the air mobility (100) (S702), and the seller electronic device (300) may calculate the lifespan of the air mobility (100) by considering the production date of the air mobility (100) and the operating parameters of the air mobility (100) together (S804). The production date may also be referred to as the manufacturing date.

[0310] The lifespan of an air mobility (100) can be defined as a predicted time interval considering the operating parameters, with the production date of the air mobility (100) as the start date of the lifespan. The end date of the lifespan of the air mobility (100) can be calculated based on the production date and the predicted lifespan.

[0311] The remaining life of the above air mobility (100) represents the remaining time from the time the operating parameters of the air mobility (100) are acquired to the end of life when the module can no longer operate.

[0312] In some embodiments, in calculating the lifespan of the air mobility (100), the proportion of the torque ratio of the motor, the load factor of the motor, and the operating time of the motor among the operating parameters of the air mobility (100) may be set to be higher than the proportion of the remaining parameters of the air mobility (100).

[0313] As the air mobility (100) flies, the operating parameters of the air mobility (100) continuously change, and the seller electronic device (300) can calculate the lifespan or remaining lifespan of the air mobility (100) by considering the operating parameters of the air mobility (100) received in real time from the control module (115). Therefore, even for air mobility (100) of the same model, the remaining lifespan may be calculated differently depending on the operating parameters of each air mobility (100).

[0314]

[0315] The seller electronic device (300) can calculate the lifespan of the air mobility (100) using a prediction model modeled using various statistical methods or machine learning methods known at the time of application of this patent.

[0316] In step (S805), the seller electronic device (300) can store lifespan information of the air mobility (100). For example, the seller electronic device (300) can store the lifespan and / or remaining lifespan calculated for each air mobility (100).

[0317] In step (S901), the seller electronic device (300) can calculate the inspection time for each consumable of the air mobility (100). For example, the seller electronic device (300) can calculate the inspection time for each consumable of the air mobility (100) by considering the consumable information for each model of the air mobility (100) (e.g., consumable cycle) and the production date of the air mobility (100) (or consumable).

[0318] In some embodiments, the seller electronics (300) can individually and in real time calculate the inspection time for each consumable using the operating parameters and / or consumable information of the air mobility (100).

[0319] As the air mobility (100) flies, the operating parameters of the air mobility (100) continuously change, and the seller electronic device (300) can calculate the inspection time of the consumables by considering the operating parameters of the air mobility (100) periodically received from the control module (115). Therefore, even for the same consumables, if they are installed in different air mobilities (100), the inspection time may be calculated differently depending on the operating parameters of the air mobility (100) of each air mobilities (100).

[0320] In various embodiments of the present application, the step (S901) of calculating the inspection time for each consumable of the air mobility (100) may include a step of calculating the first inspection time for each consumable based on the acquisition time of the parameters of the air mobility (100) in step (S801) based on the consumable information for each model; and a step of calculating the second inspection time immediately following the first inspection time for each consumable.

[0321] The first inspection period for each consumable is the earliest scheduled inspection period based on the acquisition date of the parameter. This period can be calculated based on the acquisition date of the parameter, the production date of the consumable, and the inspection cycle.

[0322] The above second inspection period can be calculated based on the first inspection period and inspection cycle.

[0323] In some embodiments, the first inspection time and the second inspection time may be calculated based on the operating parameters of the air mobility (100). Depending on the operating parameters, the first inspection time and the second inspection time calculated based solely on the inspection cycle may be accelerated or delayed.

[0324] In addition, the above step (S901) may further include a step of periodically updating the inspection time of each consumable. In step (S901), the seller electronic device (300) may periodically calculate the inspection time of each consumable by periodically receiving the operating parameters of the air mobility (100).

[0325] The above seller electronic device (300) can transmit a notification message indicating the remaining lifespan of the air mobility (100) based on the inspection period for each consumable in the air mobility (100) and the lifespan of the air mobility.

[0326] In step (S902), the seller electronic device (300) can compare the end-of-life date of the air mobility (100) with the first inspection time to determine whether the end-of-life date of the air mobility (100) is before the first inspection time.

[0327] If the end of life of the air mobility (100) is before the first inspection time, the seller electronic device (300) can transmit a first notification message to the control module (115) of the air mobility (100) (S903).

[0328] The first notification message may be treated as an emergency message notifying inspection, repair, replacement, or other action upon receipt. In some embodiments, the first notification message may include information regarding the remaining lifespan of the air mobility (100) and emergency measures.

[0329] If the end of life of the air mobility (100) is the first inspection time or has passed the first inspection time, in step (S904), the seller electronic device (300) can compare the end of life of the air mobility (100) with the second inspection time to check whether the end of life of the air mobility (100) is before the second inspection time.

[0330] If the end of life of the air mobility (100) is after the first inspection period and before the second inspection period, the seller electronic device (300) can transmit a second notification message to the control module (115) of the air mobility (100) (S905).

[0331] The above second notification message may be treated as a message notifying that the condition of the air mobility (100) is not as urgent as the first notification message, but that a more stringent inspection should be performed during the first inspection. The above second notification message includes a request for a more stringent inspection prior to the second inspection.

[0332] In various embodiments of the present application, the step (S905) of transmitting the second notification message may include: a step of selecting, among the consumables whose inspection time is calculated in step (S901), a consumable whose end-of-life date of the air mobility is after the first inspection time of the consumable and before the second inspection time; and a step of generating a second notification message that further includes information about the selected consumable and / or content notifying a precautionary measure for the selected consumable, including the remaining life of the air mobility (100); and a step of transmitting the second notification message to the air mobility (100).

[0333] For example, among the consumables (A to C), the end-of-life date of the air mobility (100) may fall within the time interval between the first inspection period and the second inspection period for only the consumable (A). Then, a second notification message containing information and / or precautions regarding the consumable (A) along with the remaining life of the air mobility (100) may be generated.

[0334] Since the life of the air mobility (100) will end after the first inspection of the consumable (A), it is possible that the consumable (A) will be judged as suitable or normal during the first inspection and no action will be taken. However, if a second notification message is transmitted to the air mobility (100), the consumable (A) may undergo a more rigorous inspection than during the first inspection, or may be subject to repair, replacement, or other preventive measures.

[0335] When the notification message of steps (S903, S905) is transmitted to the air mobility (100), the output device (505) can output the notification message. Then, the driver or other user (e.g., an inspector) of the air mobility (100) can check the notification of the remaining life of the air mobility (100).

[0336] If the end of life of the air mobility (100) is longer than the second inspection time, i.e., if the remaining life is relatively long, the seller electronic device (300) may repeat the operations of steps (S803 to S904) without transmitting a notification message. Specifically, the seller electronic device (300) may continuously receive the operating parameters of the air mobility (100) from the control module (115) and calculate the life and remaining life of the air mobility (100) in real time. If the calculated remaining life is longer than a specified time, the seller electronic device (300) may continue calculating and monitoring the life of the air mobility (100) without generating a remaining life notification. In this process, the seller electronic device (300) may replace the previously stored life information with the most recently calculated life information and store it (S805).

[0337] Through the notification message described above, the user of air mobility (100) can perform follow-up processing such as replacement and inspection of accessories within air mobility (100) more reliably and strictly.

[0338] Meanwhile, even if the remaining life of the air mobility (100) is longer than a specified time, the user of the air mobility (100) can check the remaining life of the air mobility (100) by executing a program through the control module (115). Specifically, the control module (115) of the air mobility (100) can display the remaining life of the air mobility (100) most recently stored in the seller electronic device (300) on the output device (505) based on a user input for checking the remaining life.

[0339] The seller's electronic device (300) can check whether there are any consumables in the air mobility (100) that are due for inspection. The fact that the inspection is due may mean that the designated inspection period has arrived within a certain period of time.

[0340] In some embodiments, the step (S903) may include: a step of checking whether the first inspection time for each consumable has arrived within a predetermined period at the time of acquiring the operating parameters, and identifying consumables within the predetermined period as consumables whose inspection time is imminent; and a step of generating a first notification message including information about the identified consumables based on the identification of the consumables whose inspection time is imminent in the air mobility (100). Then, the first notification message may additionally have the character of a consumable inspection notification. In some embodiments, the information about the identified consumables may be a list of the identified consumables.

[0341] The above air mobility (100) may output a consumable inspection notification in the form of a push notification, for example, if the first notification message includes information about the identified consumable, but is not limited thereto.

[0342] Through this, the user of air mobility (100) can check the replacement or inspection history of consumables of air mobility (100).

[0343] Additionally, the seller storage device (300) may be further configured to acquire processing details based on a notification message. After inspection or replacement of a consumable, a user (e.g., an inspector) of the air mobility (100) may input processing details via the input device (504) of the control module (115). The seller electronic device (300) may store processing details data related to the replacement or inspection based on the inspector's input.

[0344] In step (S906), the control module (115) of the air mobility (100) can receive a processing history input indicating an action according to a notification message through the input device (504).

[0345] In step (S907), the control module (115) of the air mobility (100) can transmit processing history data to the seller electronic device (300) based on the reception of the processing history input. The seller electronic device (300) can receive processing history data regarding replacement or inspection of the air mobility (100).

[0346] In step (S309), the seller electronic device (300) can store processing history data regarding replacement or inspection of air mobility (100). Accordingly, the driver or other user (e.g., passenger or purchaser) of the air mobility (100) can check the replacement or inspection history of consumables of the air mobility (100) through the program.

[0347]

[0348] By implementing at least one method among a method for collecting fault codes of air mobility, a method for sharing usage rights for a specific module within air mobility, a method for notifying the lifespan of a module within air mobility, and a method for notifying the lifespan of air mobility, the module structure of air mobility (100) can be utilized more efficiently.

[0349]

[0350] It will be apparent to those skilled in the art that the air mobility (100) and the seller electronics (300) may include other components. For example, the air mobility (100) may include other hardware elements necessary for the operations described herein, including input devices for data entry and output devices for printing or other data display. Furthermore, the air mobility (100) may further include a network, network interface, and protocols connecting the air mobility (100) and an external device (e.g., an electronic device or an external database).

[0351]

[0352] When implementing embodiments of the present invention using hardware, ASICs (application specific integrated circuits) or DSPs (digital signal processors), DSPDs (digital signal processing devices), PLDs (programmable logic devices), FPGAs (field programmable gate arrays), etc. configured to perform embodiments of the present application may be included as components of the present application.

[0353] The motion analysis system and method according to the embodiments of the present application described above may be implemented at least partially as a computer program and recorded on a computer-readable recording medium. For example, the program product may be implemented together with a computer-readable medium containing program code, which may be executed by a processor to perform any or all of the described steps, operations, or processes.

[0354] The computer-readable recording medium includes all types of recording devices that store data that can be read by a computer. Examples of computer-readable recording media include ROM, RAM, CD-ROM, magnetic tape, floppy disk, optical data storage device, etc. In addition, the computer-readable recording medium may be distributed across network-connected computer systems, so that computer-readable code can be stored and executed in a distributed manner. In addition, functional programs, codes, and code segments for implementing the present embodiment will be readily understood by those skilled in the art to which the present embodiment pertains.

[0355] While the present invention has been described above with reference to the embodiments illustrated in the drawings, these are merely exemplary, and those skilled in the art will appreciate that various modifications and variations of the embodiments are possible. However, such modifications should be considered within the technical protection scope of the present invention. Therefore, the true technical protection scope of the present invention should be determined by the technical spirit of the appended claims.

[0356]

[0357] Air mobility according to embodiments of the present application has industrial applicability in the field of air mobility, as it can be configured to enable a seller electronic device communicating with the air mobility to collect fault codes of the air mobility, share usage rights for specific modules within the air mobility with other air mobilities, and more reliably and strictly manage subsequent processing such as replacement and inspection of components within the air mobility.

Claims

1. In air mobility that communicates with the seller's electronic device, An upper module configured to enable the above air mobility to fly; and Including a lower module that can be combined with the upper module, The above upper module, A body including a fuselage including a boarding space and a boarding gate and wings connected to the fuselage; A flight module that generates lift for flying the above air mobility; and including a control module that controls the above flight module, The above sub-module is, An energy module that supplies driving energy to the flight module to generate lift for the energy mobility to fly; and characterized in that it comprises one or more application modules that perform preset functions, Air mobility.

2. In the first paragraph, the application module, Characterized in that it is a camera module configured to take an image of an object in front, an antenna module for detecting an object based on radio waves, a storage module for providing a space for storing items, or a capture module for capturing other air mobility or drones. Air mobility.

3. A method for collecting fault codes of air mobility by the seller electronic device, performed by the air mobility and the seller electronic device according to paragraph 1 or 2, A step of receiving a start-up command for the above air mobility; A step of evaluating the stability of at least one module among the internal modules included in the air mobility at the time of receiving the above start-up command; A step of initiating the start of the air mobility when it is confirmed that the internal module is stable; A method for collecting fault codes of air mobility comprises the steps of: obtaining raw data regarding air mobility; A step of sampling raw data at a predetermined period and transmitting it to the seller's electronic device; A step of identifying a fault through one or more types of sensors, and generating a fault code corresponding to the fault type of the first type of fault when a first type of fault is identified; and A step of transmitting raw data acquired for a predetermined period of time from the time of occurrence of the first type of fault code to the seller's electronic device in a non-sampled state; How the seller's electronics collect fault codes from air mobility.

4. In paragraph 3, When a failure identified through one or more types of sensors is a second type of failure, a step of transmitting raw data for a predetermined first period of time prior to the occurrence time of the failure code of the second type of failure to the seller electronic device in a non-sampled state; and A step of transmitting raw data for a second period of time after the occurrence of a fault code of the second type of fault to the seller electronic device in a non-sampled state; further comprising; How the seller's electronics collect fault codes from air mobility.

5. In the third paragraph, the step of evaluating the stability of at least one module among the internal modules included in the air mobility at the time of receiving the start-up command is, A step of searching for individual module identification information collected from the internal module in the control module; A step of applying individual module identification information to a preset module table to determine whether the internal module is permitted; In the above control module, a step of transmitting a test signal to a module among internal modules that has been determined to be allowed, and receiving a response to the test signal; A step of evaluating the stability of the internal module based on the response to and acceptance of the test signal; How the seller's electronics collect fault codes from air mobility.

6. A method for sharing usage rights for a specific module within air mobility, performed by a first air mobility, a second air mobility and a seller electronic device, as different air mobilities according to paragraph 1 or 2, A step of receiving an input requesting permission to use the first air mobility from the control module of the second air mobility; The control module of the second air mobility transmits a request for the usage permission to the first air mobility; The control module of the first air mobility receives a user input granting the second air mobility permission to use the application module of the first air mobility; The control module of the above first air mobility stores information on the status of permission granting in a memory within the control module; The control module of the above first air mobility, upon receiving an input for granting permission, transmits a response for granting permission to the second air mobility that sent the permission request; The control module of the second air mobility comprises: a step of receiving an input for accessing the management page of the first air mobility through a third-party account of the second air mobility; In response to the input through the third-party account, the control module of the second air mobility transmits an access request signal of the third-party account to the first air mobility; and The first air mobility step includes a step of checking whether a third-party account has access to the management page of the first air mobility; and When the authority of the third-party account of the second air mobility is confirmed in the first air mobility, the control module of the second air mobility includes a step of displaying a management page for the first air mobility; How to share permissions for specific modules within Air Mobility.

7. In paragraph 6, A step of receiving an input limiting a third party's flight time range for the first air mobility; A step of receiving an input limiting a third party's flight space range for the first air mobility; A step of setting a third party flight time range for an application module within the above first air mobility; A step of setting a flight space range for an application module within the first air mobility; The control module of the second air mobility receives an input for controlling the application module of the first air mobility; The control module of the second air mobility comprises: a step of transmitting a control request of a third-party account associated with the control module of the second air mobility to the first air mobility; In the first air mobility, a step of confirming that the second air mobility requesting control has the right to use the application module of the first air mobility; If it is confirmed that the second air mobility requesting the control has the right to use the application module of the first air mobility, the control module of the first air mobility checks whether the time at the time of receiving the control request is within the preset flight time range of the third party; If it is confirmed that the second air mobility requesting the control has the right to use the application module of the first air mobility, a step of checking whether the location of the second air mobility is within the preset flight space range of a third party at the time of receiving the control request; If the current time at the time of receiving the control request is within the flight time range of the third party and the current location at the time of receiving the control request is within the flight space range of the third party, the control module of the first air mobility generates a control command signal according to the control request of the control module of the second air mobility and transmits it to the application module in the first air mobility; and The application module of the first air mobility further comprises a step of performing an operation corresponding to the control command signal in response to receiving the control command signal. How to share permissions for specific modules within Air Mobility.

8. A method for collecting fault codes of air mobility by the seller electronic device, performed by the air mobility and the seller electronic device according to paragraph 1 or 2, The above seller electronic device stores consumable information for each model of air mobility; Based on the input of the seller or the user of the air mobility, the seller electronic device registers information about the buyer's air mobility; The above seller electronic device is a step for calculating the inspection time for each consumable of air mobility, a step for calculating the first inspection time for each consumable based on the acquisition time of the parameters of air mobility based on the consumable information for each model, and calculating the second inspection time immediately following the first inspection time for each consumable; The above seller electronic device compares the end-of-life date of the air mobility with the time of the first inspection to determine whether the end-of-life date of the air mobility is before the time of the first inspection; If the end of life of the air mobility is before the first inspection time, the seller electronic device transmits a first notification message to the control module of the air mobility; When the end of life of the air mobility is the first inspection time or has passed, the seller electronic device compares the end of life of the air mobility with the second inspection time to determine whether the end of life of the air mobility is before the second inspection time; and If the end of life date of the air mobility is after the first inspection time and before the second inspection time, the seller electronic device includes a step of transmitting a second notification message to the control module of the air mobility; How the seller's electronics collect fault codes from air mobility.

9. In the 8th paragraph, the step of transmitting the second notification message is: A step of selecting consumables among the consumables for which the inspection period has been calculated, the end of life of the air mobility being after the first inspection period of the consumables and before the second inspection period; A step of generating a second notification message further including the remaining life of the air mobility, information on the selected consumables, and content notifying of precautions for the selected consumables; and characterized in that it comprises a step of transmitting the second notification message to the air mobility; How the seller's electronics collect fault codes from air mobility.

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