# US 12,007,789 B2 · Vertical take-off and landing aircraft using hybrid electric propulsion system > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 12,007,789 B2 - Document ID: US12007789B2 - Status: Granted - Kind: B2 - Application number: 17/438,131 - Filed: 2020-03-09 - Published: 2022-05-26 - Granted: 2024-06-11 - Earliest claimed: 2019-03-13 - Assignees: Yongbeeat, Inc.; Changinaviation Co., Ltd. - Applicants: Yongbeeat, Inc.; Changinaviation Co., Ltd. - Inventors: Chang Mo Moon; Ji Ho Moon; Sung Su Kim - Web page: https://patentgrep.com/patent/US12007789B2 ## CPC - B64D 45/04: Landing aids; Safety measures to prevent collision with earth's surface - B60L 3/0046: {relating to electric energy storage systems, e.g. batteries or capacitors} - B60L 3/0084: {relating to control modules} - B60L 3/0092: {with use of redundant elements for safety purposes} - B60L 50/60: using power supplied by batteries (in combination with fuel cells B60L50/75) - B60L 58/10: for monitoring or controlling batteries - B60L 58/20: having different nominal voltages - B64C 11/305: {characterised by being influenced by other control systems, e.g. fuel supply} - B64C 13/16: actuated automatically, e.g. responsive to gust detectors - B64C 27/54: Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement - B64C 29/0016: {the lift during taking-off being created by free or ducted propellers or by blowers} - B64C 29/0025: {the propellers being fixed relative to the fuselage} - B64D 27/33: Hybrid electric aircraft - B64D 27/357: using batteries - B64D 31/12: for equalising or synchronising power plants - B64D 31/18: for hybrid-electric power plants - B64D 45/00: Aircraft indicators or protectors not otherwise provided for - G05D 1/085: {to ensure coordination between different movements} - G05D 1/0858: {specially adapted for vertical take-off of aircraft} - G05D 1/46: Control of position or course in three dimensions [3D] - G05D 1/69: Coordinated control of the position or course of two or more vehicles - B60L 2200/10: Air crafts - B60L 2250/10: by alarm - 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 10/70: Energy storage systems for electromobility, e.g. batteries - Y02T 50/40: Weight reduction - B64D: EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN 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 - B64C: AEROPLANES; HELICOPTERS - G05D: SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A vertical take-off and landing aircraft using a hybrid electric propulsion system, according to an embodiment of the present invention, includes: a first control step (S1) of changing a destination when an engine (10), a power generator (20), an engine control unit (30), a power management device (40), a control unit (50), a battery management system (60), a main battery (62) and the like malfunction, thereby causing a normal flight to be difficult; a second control step (S2) of performing control so that an aerial vehicle (1) glides to a point (T), at which same has entered a first space (CEP-1) required for landing or a wider second space (CEP-2) considered safe, and maintains lift and has minimized flight air resistance after passing through the point (T); a third control step (S3) of performing control so that lift is increased and performing control so that a nose cone is switched into an upward direction; and a fourth control step (S4) of performing control so that lift is gradually reduced, and controlling a second variable-pitch control device (122) so that thrust does not act on the aerial vehicle at the moment the aerial vehicle lands, and thus the present invention can vertically land while minimizing impact to be applied to the aerial vehicle. ## Claims ### Claim 1 A vertical take-off and landing aircraft using a hybrid electric propulsion system, the vertical take-off and landing aircraft comprising: a first variable pitch control device configured to control a pitch of a lift propeller to generate lift in the vertical take-off and landing aircraft; a second variable pitch control device configured to control a pitch of a thrust propeller to generate thrust in the vertical take-off and landing aircraft; and a flight control system disposed in the vertical take-off and landing aircraft, and configured to control a battery management system using an emergency battery when abnormality occurs in the battery management system, to control a posture of the vertical take-off and landing aircraft and to set a flight route, wherein the vertical take-off and landing aircraft is configured to perform control operations comprising: a first control operation of resetting a destination; a second control operation of maintaining the lift and performing control to minimize air resistance of flight; a third control operation of performing control to improve the lift and performing control to tilt a nose upward; and a fourth control operation of performing control of the first variable pitch control device to reduce the lift and performing control of the second variable pitch control device to prevent thrust from acting on the vertical take-off and landing aircraft at a moment of landing, wherein, in the second control operation, the first variable pitch control device is configured to maintain the lift by lowering the vertical take-off and landing aircraft and increasing flight speed, and the second variable pitch control device is configured to minimize the air resistance of the flight, wherein, in the third control operation, the first variable pitch control device is configured to improve the lift of the lift propeller when the vertical take-off and landing aircraft approaches sky above the destination at which attempting emergency landing is possible, and wherein, in the fourth control operation, when the vertical take-off and landing aircraft reaches a height for vertical landing, the first variable pitch control device is configured to reduce the lift of the lift propeller, and the second variable pitch control device is configured to prevent the thrust from acting on the vertical take-off and landing aircraft at the moment of landing. ### Claim 2 (depends on 1) The vertical take-off and landing aircraft of claim 1, wherein, in the first control operation, the flight control system is configured to warn a pilot of an emergency situation, manually receive information on the destination by input of the pilot, and automatically change the destination when there is no input within a set time from a warning time. ### Claim 3 (depends on 2) The vertical take-off and landing aircraft of claim 2, wherein the flight control system is further configured to automatically change the destination by selecting a closest landing site that does not deviate from the flight route as a first priority landing site and selecting another closest landing site as a second priority landing site when the first priority landing site is determined to be too far for emergency flight. ### Claim 4 (depends on 3) The vertical take-off and landing aircraft of claim 3, wherein the flight control system is further configured to automatically change the destination by selecting the closest landing site by navigating to avoid a first geographical feature when the first geographical feature is determined to impede glide flight to the destination or to avoid a second geographical feature due to which the vertical take-off and landing aircraft is determined to be unable to land. ### Claim 5 (depends on 1) The vertical take-off and landing aircraft of claim 1, wherein, in the third control operation, the flight control system is configured to tilt the nose upward when the vertical take-off and landing aircraft approaches the sky above the destination at which attempting the emergency landing is possible. ### Claim 6 (depends on 1) The vertical take-off and landing aircraft of claim 1, wherein the battery management system has a main battery, and the battery management system is configured to use the emergency battery when the abnormality occurs in the battery management system. ### Claim 7 (depends on 1) The vertical take-off and landing aircraft of claim 1, wherein the vertical take-off and landing aircraft has a plurality of lift propellers non-tiltably disposed on the vertical take-off and landing aircraft. ### Claim 8 (depends on 1) The vertical take-off and landing aircraft of claim 1, wherein the thrust propeller is configured to change a pitch angle to be parallel to a flight direction to reduce the air resistance. ### Claim 9 (depends on 1) The vertical take-off and landing aircraft of claim 1, wherein the first variable pitch control device is configured to adjust a pitch angle of the lift propeller to maintain the lift by lowering the vertical take-off and landing aircraft and increasing flight speed, to improve the lift when the vertical take-off and landing aircraft approaches sky above the destination at which attempting emergency landing is possible, or to reduce the lift when the vertical take-off and landing aircraft reaches the height for vertical landing. ### Claim 10 (depends on 1) The vertical take-off and landing aircraft of claim 1, wherein the second variable pitch control device is configured to adjust a pitch angle of the thrust propeller to minimize the air resistance of the flight or to prevent the thrust from acting on the vertical take-off and landing aircraft at the moment of landing.