# US 12,006,053 B2 · Hybrid air mobility vehicle

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- Number: US 12,006,053 B2
- Document ID: US12006053B2
- Status: Granted
- Kind: B2
- Application number: 17/317,066
- Filed: 2021-05-11
- Published: 2022-05-12
- Granted: 2024-06-11
- Earliest claimed: 2020-11-06
- Assignees: Hyundai Motor Company; Kia Corporation
- Applicants: Hyundai Motor Company; Kia Corporation
- Inventors: Hee Kwang Lee; Hyun Seok Hong; Woo Suk Jung; Keun Seok Lee; Hyun Woo Jun
- Web page: https://patentgrep.com/patent/US12006053B2

## CPC

- B60L 50/61: by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
- B60L 58/12: responding to state of charge [SoC]
- B60L 58/13: Maintaining the SoC within a determined range
- B64D 27/31: within, or attached to, wings
- B64D 27/33: Hybrid electric aircraft
- B64D 27/357: using batteries
- B64D 31/06: actuated automatically
- B64D 31/18: for hybrid-electric power plants
- B64D 41/00: Power installations for auxiliary purposes
- B60L 2200/10: Air crafts
- B60L 2240/622: by satellite navigation
- B60L 2270/142: acoustic
- B64D 27/026: {comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine (Hybrid electric aircraft B64D27/33)}
- Y02T 10/62: Hybrid vehicles
- Y02T 10/70: Energy storage systems for electromobility, e.g. batteries
- Y02T 50/60: Efficient propulsion technologies, e.g. for aircraft
- B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B64D: EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A hybrid air mobility vehicle can make a long-distance flight through an efficient operation of an engine and a battery, and can reduce discomfort by reducing noise according to flight surroundings. The hybrid air mobility vehicle includes: an engine and a generator; a battery and a drive motor electrically connected to the generator; a first propeller connected to the drive motor and a second propeller connected to the generator through a clutch; and a controller that controls driving of the engine, the clutch, and the drive motor, based on a flight factor including at least one of a flight mode, a required power, a battery charging amount, or a surrounding flight environment of the hybrid air mobility vehicle.

## Claims

### Claim 1

A hybrid air mobility vehicle comprising:
an engine and a generator;
a battery and a drive motor electrically connected to the generator;
a first propeller connected to the drive motor and a second propeller connected to the generator through a clutch; and
a controller configured to:
control driving of the engine, the clutch, and the drive motor, based on a flight factor including at least one of a flight mode, a required power, a battery charging amount, or a surrounding flight environment of the hybrid air mobility vehicle,
wherein the flight mode includes hovering, cruising and taxing, and the required power required during the hovering or the cruising is determined based on a flight speed of the hybrid air mobility vehicle, and
wherein when the flight mode is transitioning from the hovering to the cruising and the controller determines to save the battery based on the battery charging amount, the controller is configured to:
operate the first propeller by driving the drive motor with a power of the battery, and
operate the second propeller with a power generated from the engine being engaged with the generator via the clutch.

### Claim 2 (depends on 1)

The hybrid air mobility vehicle according to claim 1, wherein:
the surrounding flight environment includes: a population density of a flight area where the hybrid air mobility vehicle is flying, whether a safe zone exists in the flight area, an existence of a noise blocking facility, and a flight altitude of the hybrid air mobility vehicle.

### Claim 3 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight mode is the hovering and the battery charging amount is in a maximum charging state, the controller is configured to operate the first propeller by driving the drive motor with a power of the battery.

### Claim 4 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight mode is the hovering and the battery charging amount is equal to or larger than a set capacity, the controller is configured to operate the first propeller by driving the drive motor with a power of the battery and a power generated by the generator through driving the engine.

### Claim 5 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the population density of the flight area is equal to or higher than a reference population and the flight altitude is equal to or lower than a set altitude, the controller is configured to operate the first propeller by driving the drive motor with the power of the battery.

### Claim 6 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the noise blocking facility exists in the flight area, the controller is configured to operate the first propeller by driving the drive motor with the power of the battery and the power generated by the generator through driving the engine.

### Claim 7 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight area is the safe zone, the controller is configured to operate the first propeller by driving the drive motor with the power of the battery and the power generated by the generator through driving the engine.

### Claim 8 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight mode is the hovering and the battery charging amount is smaller than a set capacity, the controller is configured to: charge the battery with a power generated by the generator through driving the engine, and drive the drive motor.

### Claim 9 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the battery charging amount is in a maximum charging state, the controller is configured to operate the first propeller and the second propeller with the power of the battery.

### Claim 10 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the controller determines to save the battery, the controller is configured to control the engine to increase the power generated through the generator in proportion to a level of the battery charging amount such that the power generated by the engine through the generator increases as the battery charging amount decreases.

### Claim 11 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight mode is the cruising and the battery charging amount is equal to or larger than a set capacity, the controller is configured to operate the generator with the power of the battery and operate the clutch to couple the second propeller to the generator.

### Claim 12 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight mode is the cruising, the battery charging amount is equal to or larger than a set capacity, and the flight speed is equal to or higher than a predetermined driving speed, the controller is configured to operate the second propeller with the power of the battery and the power generated from the engine being engaged with the generator via the clutch.

### Claim 13 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein the controller is configured to:
determine whether to save the battery based on the battery charging amount,
operate the second propeller with the power generated from the engine being engaged with the generator via the clutch in case that the battery saving is desired.

### Claim 14 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the population density is equal to or higher than a reference population or the flight altitude is equal to or lower than a set altitude, the controller is configured to operate the clutch to mechanically connect the second propeller to the generator driven with the power of the battery so as to operate the second propeller.

### Claim 15 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight mode is the cruising, the battery charging amount is smaller than a set capacity, or in an emergency landing situation, the controller is configured to operate the second propeller by engaging the clutch and to charge the battery with a power generated by the generator.

### Claim 16 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight mode is the taxing, the controller is configured to operate the second propeller by engaging the clutch and driving the generator with a power of the battery.

### Claim 17 (depends on 2)

The hybrid air mobility vehicle according to claim 2, wherein when the flight mode is the taxing and the battery charging amount is smaller than a set capacity, the controller is configured to operate the second propeller with a power by engine driving by driving the engine.

### Claim 18 (depends on 1)

The hybrid air mobility vehicle according to claim 1, wherein a plurality of first propellers are provided on a wing of a flight body to generate a thrust in upward and downward directions during takeoff and landing of the flight body, and the second propeller is provided on a wing or at a tail of the flight body to generate a thrust rearward during flight of the flight body.