Vertical take-off and landing aircraft using hybrid-electric propulsion system

• US 10,035,604 B2
• Filed: 02/15/2018
• Issued: 07/31/2018
• Est. Priority Date: 07/17/2015
• Status: Active Grant

• Current Assignee: Hankuk Carbon Co., Ltd.
• Original Assignee: Hankuk Carbon Co., Ltd.
• Inventors: Bak, Jeong-Gyu, Cho, Jinsoo, Kim, Boseong, Yun, Senghyun, Won, Sunghong, Jeong, Tae-Chul, Cho, Sooyoung, Lee, Geunho, Park, Kyusung, Ha, Juhyung, Moon, Changmo, Beck, Sunho, Meang, Changjun, Lee, Hanki, Kim, Minjun, Lee, Dain
• Primary Examiner(s): Dager, Jonathan M
• Application Number:
  US15/898,203
• Publication Number:
  US 20180178921A1
• Time in Patent Office: 166 Days
• Field of Search: None
• CPC Class Codes: B64C 29/0025 the propellers being fixed relative to the fuselage
• CPC Class Codes: B64C 29/0033 the propellers being tiltable relative to the fuselage
• CPC Class Codes: B64D 2221/00 Electric power distribution systems onboard aircraft
• CPC Class Codes: B64D 27/02 Aircraft characterised by the type or position of power plants fuselages specially adapted for mounting power plants B64C1/16; wings specially adapted for power plants B64C3/32
• CPC Class Codes: 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
• CPC Class Codes: B64D 27/24 using steam or spring force jet aircraft B64D27/16
• CPC Class Codes: B64D 31/06 actuated automatically
• CPC Class Codes: B64D 35/02 specially adapted for specific power plants
• CPC Class Codes: B64U 10/16 with five or more distinct rotor axes, e.g. octocopters
• CPC Class Codes: B64U 50/19 using electrically powered motors
• CPC Class Codes: B64U 50/33 generated by combustion engines
• CPC Class Codes: B64U 50/34 In-flight charging photovoltaics B64U50/31
• CPC Class Codes: Y02T 50/40 Weight reduction
• CPC Class Codes: Y02T 50/60 Efficient propulsion technologies, e.g. for aircraft

Abstract

A vertical take-off and landing aircraft using a hybrid electric propulsion system includes an engine, a generator that produces electric power using power supplied by the engine, and a battery that stores the produced electric power. A motor receives the electric power stored in the battery and electric power produced by the generator but not stored in the battery and provides the power to a thrust generating apparatus. A controller selects either silence mode or normal mode, and determines the amount of electric power stored in the battery and the amount of electric power not stored in the battery from the electric power supplied to the motor. In the silence mode, the controller supplies only the electric power stored in the battery and controls a duration by adjusting output power of motor. In the normal mode, the controller supplies electric power not stored in the battery.

Claims

1. A hybrid aircraft comprising:

an engine;

a generator configured to produce electric power using power supplied by the engine;

a battery configured to store the electric power produced by the generator;

at least one thrust generating apparatus whose position is variable;

a motor configured to receive at least one of the electric power stored in the battery and electric power produced by the generator but not stored in the battery and provide the power to at least one thrust generating apparatus; and

a controller configured to acquire the current position of the at least one thrust generating apparatus, determine required power indicating electric power supplied to the motor based on the current position of the at least one thrust generating apparatus, and determine the amount of the electric power stored in the battery and the electric power produced by the generator but not stored in the battery among the electric power supplied to the motor based on the determined required power.

2. The hybrid aircraft of claim 1, wherein the current position of the thrust generating apparatus is varied depending on the direction of the axis of rotation of the thrust generating apparatus.

3. The hybrid aircraft of claim 2, wherein the controller configured to control the thrust generating apparatus such that the direction of the axis of rotation of the thrust generating apparatus is changed between a first direction from the tail of the hybrid aircraft to the head of the hybrid aircraft and a second direction that is an upward direction perpendicular to the first direction.

4. The hybrid aircraft of claim 1, wherein the controller configured to control the thrust generating apparatus such that the direction of the axis of rotation of the thrust generating apparatus is changed to the second position when the hybrid aircraft takes off or lands vertically.

5. The hybrid aircraft of claim 3, wherein the controller configured to control the thrust generating apparatus such that the direction of the axis of rotation of the thrust generating apparatus is changed to the first position when the hybrid aircraft is in as level flight.

6. The hybrid aircraft of claim 3, wherein the controller configured to control the thrust generating apparatus such that the direction of the axis of rotation of the thrust generating apparatus is changed from the second direction to the first direction according to at least one of altitude and flight speed of the hybrid aircraft when the hybrid aircraft climbs, and wherein the controller configured to control the thrust generating apparatus such that the direction of the axis of rotation of the thrust generating apparatus is changed from the first direction to the second direction according to the at least one of altitude and flight speed when the hybrid aircraft descends.

7. The hybrid aircraft of claim 3, wherein the controller configured to receive a piloting signal for the hybrid aircraft through a communication interface, control the output power of the motor by considering the current position of the thrust generating apparatus according to the piloting signal, and determine the required power based on the output power of the motor.

8. The hybrid aircraft of claim 7, wherein the controller configured to control the output power of the motor according to the piloting signal based on the amount of electric power required by the motor that varies depending on the current position of the thrust generating apparatus.

9. The hybrid aircraft of claim 7, wherein the controller configured to control the output power of the motor such that the hybrid aircraft reaches at least one of target altitude, target speed, and target acceleration included in the piloting signal based on the current position of the thrust generating apparatus.

10. The hybrid aircraft of claim 1, wherein the controller configured to control to supply only the electric power stored in the battery to the motor, supply only the electric power produced by the generator but not stored in the battery to the motor, or supply both the electric power stored in the battery and the electric power produced by the generator but not stored in the battery to the motor according to the determined amount of the electric power stored in the battery and the electric power produced by the generator but not stored in the battery.

11. The hybrid aircraft of claim 1, wherein the controller configured to control to supply the electric power produced by the generator but not stored in the battery to motor preferentially over the power stored in the battery.

12. The hybrid aircraft of claim 11, wherein the controller configured to control to supply all of the electric power produced by the generator but not stored in the battery to the motor, and supply the electric power corresponding to a difference between the amount of electric power produced by the generator but not stored in the battery and the amount of required power out of the electric power stored in the battery to the motor when the amount of required power is greater than the amount of electric power produced by the generator but not stored in the battery.

13. The hybrid aircraft of claim 11, wherein the controller configured to control to supply only the electric power produced by the generator but not stored in the battery to the motor when the amount of required power is equal to the amount of electric power produced by the generator but not stored in the battery.

14. The hybrid aircraft of claim 11, wherein the controller configured to control to supply only the electric power produced by the generator but not stored in the battery, and store, in the battery, the remaining electric power that electric power other than the electric power supplied to the motor among the electric power produced by the generator but not stored in the battery when the amount of required power is less than the amount of electric power produced by the generator but not stored in the battery.

15. The hybrid aircraft of claim 1, wherein the controller configured to control to supply the electric power produced by the generator but not stored in the battery to motor preferentially over the power stored in the battery when the hybrid aircraft lands.

16. The hybrid aircraft of claim 1, wherein the controller further comprises:

a first controller configured to acquire the current position of the at least one thrust generating apparatus and determine the required power based on current position of the at least of thrust generating apparatus; and

a second controller configured to determine the amount of the electric power stored in the battery and the electric power produced by the generator but not stored in the battery among the electric power supplied to the motor based on the determined required power.

17. The hybrid aircraft of claim 16, wherein the generator comprises an integrated starter and generator (ISG), and wherein the integrated starter and generator configured to produce AC electric power using the power supplied from the engine.

18. The hybrid aircraft of claim 17, wherein the second controller comprises a converter configured to convert the AC electric power into DC electric power, and wherein the second controller configured to store at least a part of the converted DC electric power in the battery, and supply the electric power but not stored in the battery among the converted DC electric power to the motor.

19. A method of controlling a hybrid aircraft, the method comprising:

acquiring a current position of at least one thrust generating apparatus of the hybrid aircraft whose position is variable;

determining required power according to a flight state based on the current position of the at least one thrust generating apparatus; and

determining the amount of first electric power and the amount of second electric power among the electric power supplied to the motor that provides power to the at least one thrust generating apparatus based on the required power,

wherein the first electric power comprises electric power stored in the battery from electric power produced by the generator using a power supplied by the engine, and the second electric power comprises electric power not stored in the battery from the electric power produced by the generator.

20. A non-transitory computer-readable recording medium having recorded thereon a program for executing the method of claim 19.