Hyundai Motor Company

Kia Corporation

Kia Motors Corporation

Postech Research and Business Development Foundation

Hyun Seok Hong

Hee Kwang Lee

Woo Suk Jung

Hyun Woo Jun

Sang Hyun Jung

Yoon Cheol Jeon

Gwi Taek Kim

Hyun Ki Cho

Keun Seok Lee

Kwang Hee Nam

Hyun Su Cho

Tae Yeon Lee

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.

Hybrid air mobility vehicle

In an air mobility vehicle, an engine operates as required to provide mechanical driving force or electric energy. A battery is charged with the electric energy from the engine. Main rotors operate using the electric energy of the battery and electric power generated by the engine to perform takeoff, landing, and cruising. Auxiliary rotors are disposed at or adjacent to the center of gravity of a vehicle body and mechanically connected to the engine via a clutch. The auxiliary rotors perform the takeoff, the landing, or the cruising by receiving the mechanical driving force from the engine when the clutch is in an engaged position. A controller monitors the states of the battery and the main rotors and controls the operations of the engine and the clutch.

Air mobility vehicle

An air-cooled battery cooling system for an air mobility vehicle may ensure the cooling performance for batteries using air flows during the flight of the air mobility vehicle, since the cooling of the batteries is performed using an air flow in the top-bottom direction due to the hovering of the air mobility vehicle and an air flow in the front and rear direction due to the cruising of the air mobility vehicle, the efficient cooling performance for the batteries is ensured in a variety of flight modes. Furthermore, the batteries are securely fixed while being cooled by air flows via the heat transfer pads within the battery packs.

Air-cooled battery cooling system for air mobility vehicle

A is constructed such that upper and lower shafts, which are coaxial, are rotated in opposite directions using a single coil winding, simplifying the structure of the motor apparatus and reducing the numbers of sensors and controllers to be mounted thereon.

Motor apparatus

A magnetic gear may include a stator, having a stator core having a plurality of teeth extending toward a rotation shaft and a plurality of coils wound around the plurality of teeth, a rotor, having a rotor core disposed inside the stator and fixed to the rotation shaft and a plurality of permanent magnets attached to the external surface of the rotor core, and a pole-piece unit, having a plurality of first pole pieces and a plurality of second pole pieces arranged radially about the rotation shaft between the stator core and the rotor core such that the plurality of first pole pieces and the plurality of second pole pieces are alternately arranged in a circumferential direction thereof.

Magnetic gear

A motor apparatus has a cooling structure capable of effectively cooling the motor by inducing a fluid flow into the motor. In particular, the motor apparatus includes: a first part having a first flow path and a motor installed thereon; a second part having a second flow path and configured to be rotatably mounted on the first part and connected to the motor; and a turbine portion coupled to the second part and including disks stacked on one another forming spaces therebetween. When the turbine portion is rotated together with the second part, air is drawn through the first flow path or the second flow path and introduced into an opening hole of each of the disks, and the air is discharged into the spaces formed between the respective disks to cool the motor.

Motor apparatus having a motor cooling structure

An emergency power management system of a mobility, may include a fuse device connected to a battery and including a first circuit and a second circuit in which a first fuse and a second fuse are respectively provided and are connected in parallel, a pyro switch provided between the first circuit and the second circuit, and configured to establish electric connection with the first circuit in ordinary times and to release electric connection with the first circuit and to establish electric connection with the second circuit in a case of emergency, a determiner configured to determine abnormality of the first fuse based on current applied from the high-voltage battery or voltages at opposite end portions of the first fuse, and a controller configured to operate the pyro switch when abnormality occurs in the first fuse.

Emergency power management system of mobility and control method thereof

An apparatus for generating thrust for air transport includes a main thrust device, and an auxiliary thrust device configured to generate auxiliary thrust so as to enable an aircraft to vertically take off and land. The apparatus further includes: wings fixed to left and right sides of a fuselage of the aircraft, rotors installed on the wings and configured to generate thrust. In particular, the main thrust device provides driving force to the rotors using motors and an engine, and the auxiliary thrust device is installed in the fuselage and has a center of gravity configured to coincide with a center of gravity of the aircraft.

Apparatus for generating thrust for air transport

A method for determining a motor angle, may include deriving a sensor weight and a sensorless weight via a cross product of an actual current vector and a model-based sensored current vector and a cross product of the actual current vector and a model-based sensorless current vector; and determining a final motor angle by applying the sensor weight and the sensorless weight to each of a sensored angle and a sensorless angle.

Growing community of inventors

Seoul, South Korea

Hyun Seok Hong