WO2015075538A1

WO2015075538A1 - Moving body

Info

Publication number: WO2015075538A1
Application number: PCT/IB2014/002525
Authority: WO
Inventors: Hideki Takamatsu
Original assignee: Toyota Jidosha Kabushiki Kaisha
Priority date: 2013-11-25
Filing date: 2014-11-20
Publication date: 2015-05-28
Also published as: JP2015101198A

Abstract

A moving body is capable of traveling on the ground and flying. The moving body includes a wheel for ground travel, a rotary vane, an engine, a first motor generator, a second motor generator, and a battery. The engine is connected to the rotary vane and configured to rotationally drive the rotary vane. The first motor generator is connected to the rotary vane and the engine, and configured to rotationally drive the rotary vane and generate electricity with rotation of at least one of the rotary vane or the engine. The second motor generator is connected to the wheel, and configured to rotationally drive the wheel and generate electricity with rotation of the wheel. The battery is configured to supply electricity to the first motor generator and the second motor generator, and store the electricity generated by the first motor generator and the second motor generator.

Description

MOVING BODY

BACKGROUND OF THE INVENTION 1. Field of the Invention

[0001] The invention relates to a moving body capable of ground travel and flight by rotationally driving a wheel and a rotary vane.

2. Description of Related Art

[0002] As a moving body capable of ground travel and flight, there is a moving body disclosed in Japanese Patent Application Publication No. 2005-324769 (JP 2005-324769 A). JP 2005-324769 A discloses a transport vehicle having the power of an engine, a motor, or a turbine as a flying body. The transport vehicle is floated in the air by a hydraulic device that uses the power, the power is switched to the power of a propeller or a jet engine thereafter, and propulsion is thereby generated.

[0003] Incidentally, in the moving body described above, when two different power sources that are independent of each other are used as a power source for the ground travel and a power source for the flight, the mass of the moving body is increased, and hence maneuverability such as traveling performance or flying performance is significantly reduced. To cope with this, in order to suppress the increase in the mass of the moving body, it is conceived that the same power source is used for the ground travel and the flight.

SUMMARY OF THE INVENTION

[0004] Incidentally, the ground travel and the flight require different outputs

(torque and RPM), and the output required by the flight is significantly larger than the output required by the ground travel. Consequently, when the same power source is used for the ground travel and the flight, the output suitable for each of the ground travel and the flight cannot be obtained, and the maneuverability of the moving body is suitable only for one of the ground travel and the flight. For example, when the power source having the output suitable for the ground travel is used, in the case where the moving body flies, it becomes difficult for the moving body to fly due to the insufficient output of the power source. On the other hand, when the power source having the output suitable for flight is used, in the case where the moving body travels on the ground, the power source operates under a partial load, and efficiency deteriorates.

[0005] Note that, since JP 2005-324769 A describes the engine, the motor, or the turbine as the power source of the transport vehicle, and the propeller or the jet engine as the power source for generating propulsion, in the flying body described in JP 2005-324769 A, the power source of the transport vehicle and the power source for generating propulsion seem to be two difference power sources that are independent of each other. On the other hand, in FIG. 1 of JP 2005-324769 A, although an engine (13) of the transport vehicle seems to be coupled to a propeller (18), the engine (13) of the transport vehicle is suitable for the ground travel, and hence the output for the flight may become insufficient. Accordingly, in either case, the above problem is not solved.

[0006] In addition, Japanese Patent Application Publication No. 2013-147233 (JP 2013-147233 A) discloses a range extender type electric car that charges a battery by causing a generator to generate electricity using an engine, and Japanese Patent Application Publication No. 2010-137844 (JP 2010-137844 A) discloses a hybrid ducted fan unmanned aircraft having an internal combustion engine and a motor generator. However, none of the documents describes that both of the ground travel and the flight are performed. That is, the technology disclosed in JP 2013-147233 A is applied to a car that performs only the ground travel, and the technology disclosed in JP 2010-137844 A is applied to an aircraft that performs only the flight. Consequently, even when the technologies disclosed in the documents are simply combined, it is not possible to obtain the output suitable for each of the ground travel and the flight while suppressing the increase in the mass of the moving body.

[0007] The invention provides the moving body capable of obtaining the output suitable for each of the ground travel and the flight while suppressing the increase in the mass of the moving body.

[0008] A moving body according to an aspect of the invention is a moving body configured to travel on the ground and fly. The moving body includes a wheel for ground travel, a rotary vane, an engine, a first motor generator, a second motor generator, and a battery. The rotary vane is configured to generate propulsion for flight. The engine is connected to the rotary vane. The engine is configured to rotationally drive the rotary vane. The first motor generator is connected to the rotary vane and the engine. The first motor generator is configured to rotationally drive the rotary vane. The first motor generator is configured to generate electricity with rotation of at least one of the rotary vane or the engine. The second motor generator is connected to the wheel. The second motor generator is configured to rotationally drive the wheel. The second motor generator is configured to generate electricity with rotation of the wheel. The battery is configured to supply electricity to the first motor generator and the second motor generator. The battery is configured to store the electricity generated by the first motor generator and the second motor generator.

[0009] According to the moving body according to the aspect of the invention, the engine and the first motor generator rotationally drive the rotary vane and the flight is thereby allowed, and the second motor generator rotationally drives the wheel and the ground travel is thereby allowed. Thus, since the rotary vane is rotationally driven by the engine that can obtain a high output and the wheel is rotationally driven by the second motor generator that is lower in output than the engine and can achieve suppression of an increase in mass, it is possible to obtain the output suitable for each of the ground travel and the flight.

[0010] In addition, the engine can be used as the power source for charging the battery for supplying electricity to the second motor generator that rotationally drives the wheel as well as the power source for rotationally driving the rotary vane, and the battery can be used as the supply source of the electricity for driving the first motor generator that rotationally drives the rotary vane as well as the supply source of the electricity for driving the second motor generator. Thus, the entire moving body has the power configuration in which the power on the ground travel side and the power on the flight side are complementary to each other, and hence it is possible to suppress an increase in the mass of the moving body.

[0011] Further, even when the engine fails during the flight, it is possible to rotationally drive the rotary vane using the first motor generator to which the electricity is supplied from the battery, and hence it is possible to secure redundancy of the power source for the flight without increasing the mass. That is, it is possible to secure an emergency power source without increasing the mass.

[0012] Furthermore, the first motor generator and the battery are electrically connected to each other, and the battery and the second motor generator are electrically connected to each other, and hence it is possible to dispose the battery and the second motor generator at optimum positions while disposing the engine and the first motor generator at positions close to the rotary vane. With this, it is possible to increase flexibility in disposition in the entire moving body.

[0013] In the moving body according to the aspect of the invention, the second motor generator may be configured to rotationally drive the wheel when the ground travel is performed. The engine may be configured to rotationally drive the first motor generator when a power storage amount of the battery is less than a threshold value. With this, the first motor generator is caused to generate the electricity, and the battery is thereby charged. The engine and the first motor generator may be configured to rotationally drive the rotary vane when takeoff is performed. Thus, in the case where the ground travel is performed, since the wheel is rotationally driven by the second motor generator, it is possible to rotationally drive the wheel efficiently. In addition, when the power storage amount of the battery is less than the threshold value, since the first motor generator is caused to generate the electricity with the drive of the engine and the battery is thereby charged, it is possible to travel for a long time period. On the other hand, in the case where the takeoff is performed, since the rotary vane is rotationally driven by the engine and the first motor generator, it is possible to cause the moving body to take off and fly.

[0014] In the moving body according to the aspect of the invention, the second motor generator may be configured to rotationally drive the wheel when the takeoff is performed. In order to cause the stationary moving body to move forward, propulsion larger than that in the case where the mobile moving body is caused to move forward is required. Accordingly, in order to cause the stationary moving body to move forward only with the rotational driving of the rotary vane, the rotary vane larger in diameter than that in the case where the mobile moving body is caused to move forward is required. To cope with this, in the case where the takeoff is performed, by performing the rotation driving of the wheel by the second motor generator in addition to the rotational driving of the rotary vane by the engine and the first motor generator, the propulsion required to cause the stationary moving body to move forward can be obtained with the rotational driving of the wheel by the second motor generator. With this, it is possible to reduce the diameter of the rotary vane.

[0015] In the moving body according to the aspect of the invention, the second motor generator may be configured to stop the rotational driving of the wheel when presence of the moving body in the air is detected in a case where the takeoff is performed. Since the rotational driving of the wheel becomes unnecessary after the takeoff, in the case where the presence of the moving body in the air is detected based on spinning of the wheel or a decrease in bearing load, it is possible to automatically stop the unnecessary rotational driving of the wheel by stopping the rotational driving of the wheel by the second motor generator. With this, it is possible to prevent a reduction in the power storage amount of the battery due to the unnecessary rotational driving of the wheel. Note that the presence of the moving body in the air may be detected based on the occurrence of spinning of the wheel or the decrease in the bearing load of the wheel.

[0016] In the moving body according to the aspect of the invention, a rated output of the engine may be an output allowing cruise flight of the moving body only with the rotational driving of the rotary vane. Thus, by setting the rated output of the engine to the output that allows the cruise flight, it is possible to cause the moving body to properly fly and improve fuel efficiency in the flight.

[0017] In the moving body according to the aspect of the invention, the engine and the first motor generator may be configured to operate in an acceleration climb mode, a cruise flight mode, or a deceleration descent mode during the flight. The engine and the first motor generator may rotationally drive the rotary vane in the acceleration climb mode. The engine may rotationally drive the rotary vane in the cruise flight mode. The first motor generator may generate the electricity with the rotation of the rotary vane in the deceleration descent mode. Thus, by performing the flight in the acceleration climb mode, the cruise flight mode, and the deceleration descent mode, it is possible to obtain an appropriate output in accordance with the flight condition of the moving body. For example, when the acceleration climb mode is established after the takeoff, it is possible to obtain high propulsion with the rotational driving of the rotary vane by the engine and the first motor generator, and hence it is possible to cause the moving body to climb. In addition, for example, when the cruise flight mode is established in the case where the moving body cruises, it is possible to rotate the engine at the rated speed to thereby improve the fuel efficiency of the moving body. Further, for example, when the deceleration descent mode is established in the case where the moving body descends, it is possible to charge the battery using the first motor generator and the engine during the descent, and hence it is possible to prepare for the travel after landing.

[0018] In the moving body according to the aspect of the invention, the engine may be rotated at a rated speed in the acceleration climb mode and the cruise flight mode. Thus, by rotating the engine at the rated speed in the acceleration climb mode and the cruise flight mode, it is possible to improve the fuel efficiency when the moving body flies in the acceleration climb mode and the cruise flight mode. Note that, in the acceleration climb mode, by adjusting, e.g., the rotational driving force of the rotary vane by the first motor generator, it is possible to adjust the acceleration of the moving body.

[0019] In the moving body according to the aspect of the invention, the first motor generator may be configured to rotationally drive the rotary vane when the engine has failed during the flight. Thus, by having an engine failure mode, even when the engine fails during the flight, since the rotary vane is rotationally driven by the first motor generator having the electricity supplied from the battery as the power source, it is possible to continue the flight.

[0020] According to the invention, it is possible to obtain the output suitable for each of the ground travel and the flight while suppressing the increase in mass.

BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Features, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:

FIG. 1 is a schematic perspective view showing a moving body according to the present embodiment;

FIG. 2 is a view showing a power configuration of the moving body;

FIG. 3 is a block diagram showing a functional configuration of the moving body;

FIG. 4 is a schematic cross-sectional view showing examples of a travel operation section and a flight operation section;

FIG. 5 is a schematic plan view showing an example of a throttle lever;

FIG. 6A is a view showing a normal travel mode among individual operation modes included in a ground travel mode;

FIG. 6B is a view showing a charge mode among the individual operation modes included in the ground travel mode;

FIG. 6C is a view showing a regeneration mode among the individual operation modes included in the ground travel mode;

FIG. 7A is a view showing a takeoff mode among individual operation modes included in a flight mode;

FIG. 7B is a view showing an acceleration climb mode among the individual operation modes included in the flight mode;

FIG. 7C is a view showing a cruise flight mode among the individual operation modes included in the flight mode;

FIG. 8 A is a view showing a deceleration descent mode among the individual operation modes included in the flight mode; FIG. 8B is a view showing an engine failure mode among the individual operation modes included in the flight mode;

FIG. 8C is a view showing a landing mode among the individual operation modes included in the flight mode;

FIG. 9 is a flowchart showing the detail of control in the travel mode;

FIG. 10 is a flowchart showing the detail of control in the flight mode;

FIG. 11 is a flowchart showing takeoff control in the flight mode;

FIG. 12 is a flowchart showing flight control in the flight mode;

FIG. 13 is a flowchart showing emergency control in the flight mode;

FIG. 14 is a view showing a power configuration of a moving body of Comparative Example 1;

FIG. 15 is a view showing a power configuration of a moving body of Comparative Example 2;

FIG. 16 is a view showing a power configuration of a moving body of Comparative Example 3;

FIG. 17 is a view showing a power configuration of a moving body of Comparative Example 4; and

FIG. 18 is a schematic plan view showing another example of the throttle lever.

DETAILED DESCRIPTION OF EMBODIMENTS

[0022] Hereinbelow, a moving body according to the present embodiment will be described with reference to the drawings. Note that, in the individual drawings, the same or corresponding components are designated by the same reference numerals and repeated description thereof will be omitted.

[0023] FIG. 1 is a schematic perspective view showing the moving body according to the present embodiment. As shown in FIG. 1, a moving body 1 according to the present embodiment is a moving body capable of ground travel and flight. The moving body 1 includes wheels 2 for performing the ground travel and a rotary vane 3 for performing the flight. The wheels 2 transmit a rotational driving force to a road surface by friction with the road surface to cause the moving body 1 to travel on the ground. The rotary vane 3 obtains propulsion by rotating, and examples thereof include a propeller and a fan. Although not shown in FIG. 1, a wing that generates lift using propulsion obtained by the rotation of the wheels 2 and the rotary vane 3 may be attached to the moving body 1.

[0024] FIG. 2 is a view showing a power configuration of the moving body. As shown in FIG. 2, the power sources of the moving body 1 include an engine 4, a first motor generator 5, a second motor generator 6, and a battery 7. '

[0025] The engine 4 is the power source integral with a motor that outputs a rotational driving force or the rotary vane. The engine 4 is connected to the rotary vane 3, and can rotationally drive the rotary vane 3. The rated output of the engine 4 is set to an output that allows cruise flight of the moving body 1 only with the rotational driving of the rotary vane 3. Accordingly, the engine 4 serves as the power source suitable for the flight of the moving body 1. The cruise flight is flight at a cruising speed that maximizes the efficiency (fuel efficiency) of the engine 4, i.e., flight in which the engine 4 is rotated at a rated speed (rated RPM).

[0026] - As the engine 4, any engine may be used as long as the engine can output the rotational driving force, and it is possible to use, e.g., a gas turbine engine and a reciprocating engine. Note that, since a high output is required in order to cause the moving body 1 to fly, it is possible to use the gas turbine engine as the engine 4 because the power density of the gas turbine engine is higher than that of the reciprocating engine.

[0027] An attenuator 8 for reducing the rotation speed of the rotary vane 3 with respect to the rotation speed of the engine 4 is connected between the engine 4 and the rotary vane 3. That is, the engine 4 and the rotary vane 3 are indirectly connected to each other via the attenuator 8. The configuration of the attenuator 8 is not particularly limited, and the attenuator 8 can be configured by a planetary gear mechanism or a mechanism including the planetary gear mechanism. In the case where the planetary gear mechanism is used in the attenuator 8, for example, a rotation output shaft of the engine 4 may be connected to a sun gear, and a rotation shaft of the rotary vane 3 may be connected to an outer gear. Note that, in the case where it is not necessary to reduce the rotation speed of the rotary vane 3 with respect to the rotation speed of the engine 4, the engine 4 and the rotary vane 3 may be directly connected to each other without connecting the attenuator 8 between the engine 4 and the rotary vane 3. Note that, since the attenuator 8 is not essential, the configuration of the moving body 1 may not include the attenuator 8. Similarly, although the drawings other than FiG. 2 depict the attenuator, the attenuator may not be depicted in the drawings.

[0028] The first motor generator 5 is a motor generator that includes the functions of both of a generator and a motor. The first motor generator 5 is mechanically connected to the rotary vane 3 and the engine 4, and the rotational driving force can be transmitted between the first motor generator 5 and the rotary vane 3 and the engine 4. In addition, the first motor generator 5 is electrically connected to the battery 7 via an electric wire, and the transmission and reception of electricity can be made between the first motor generator 5 and the battery 7. Note that, as the first motor generator 5, various conventional motor generators can be used.

[0029] The first motor generator 5 includes the function as the motor that can rotationally drive the rotary vane 3. Electricity required to rotationally drive the rotary vane 3 by the first motor generator 5 is supplied from the battery 7. The rated output of the first motor generator 5 functioning as the motor has a value obtained by subtracting the rated output of the engine 4 from the output required to cause the moving body 1 to take off and climb. The maximum output of the first motor generator 5 functioning as the motor has a value that allows continuation of the flight of the moving body 1 with the rotational driving force of only the first motor generator 5.

[0030] The rotational driving force of the first motor generator 5 is combined with the rotational driving force of the engine 4, and is transmitted to the rotary vane 3. The structure for combining the rotational driving force of the first motor generator 5 with the rotational driving force of the engine 4 is not particularly limited, and various conventional structures can be used. For example, in the case where the planetary gear mechanism is used in the attenuator 8, the rotation output shaft of the engine 4 is connected to the sun gear, the rotation output shaft of the first motor generator 5 is connected to a planetary carrier, and the rotation shaft of the rotary vane 3 is connected to the outer gear. With this, it is possible to combine the rotational driving force of the first motor generator 5 with the rotational driving force of the engine 4.

[0031] In addition, the first motor generator 5 includes the function as the generator that can generate electricity with the rotation of at least one of the rotary vane 3 and the engine 4. At least one of the rotary vane 3 and the engine 4 includes the mode of only the rotary vane 3, the mode of only the engine 4, and the mode of both of the rotary vane 3 and the engine 4. The first motor generator 5 functioning as the generator charges the battery 7 with the generated electricity. Herein, since the engine 4 is mechanically connected to the first motor generator 5, the engine 4 can rotationally drive the first motor generator 5. Accordingly, the engine 4 also serves as the power source that causes the first motor generator 5 to generate electricity in order to charge the battery 7.

[0032] The second motor generator 6 is a motor generator that includes the functions of both of the generator and the motor, similarly to the first motor generator 5. The second motor generator 6 is mechanically connected to the wheels 2, and the rotational driving force can be transmitted between the second motor generator 6 and the wheels 2. In addition, similarly to the first motor generator 5, the second motor generator 6 is electrically connected to the battery 7 via the electric wire, and the transmission and reception of electricity can be made between the second motor generator 6 and the battery 7. Note that, as the second motor generator 6, various conventional motor generators can be used. Further, the second motor generator 6 may be disposed at a position different from the position of the wheels 2, and may also be disposed in the wheel 2 like an in-wheel motor.

[0033] The second motor generator 6 includes the function as the motor that can rotationally drive the wheels 2. Electricity required to rotationally drive the wheels 2 by the second motor generator 6 is supplied from the battery 7. The output of the second motor generator 6 functioning as the motor has a value that allows the moving body 1 to travel on the ground with the rotational driving force of only the second motor generator 6. [0034] In addition, the second motor generator 6 includes the function as the generator that can generate electricity with the rotation of the wheels 2. The second motor generator 6 functioning as the generator charges the battery 7 with' the generated electricity.

[0035] Between the engine 4 and the first motor generator 5, and the rotary vane

3, an output switching mechanism 9 (see FIG. 3) that prevents the rotational driving force from the engine 4 and the first motor generator 5 to the rotary vane 3 is disposed. The output switching mechanism 9 can switch between a state in which the rotational driving force of the engine 4 and the first motor generator 5 is transmitted to the rotary vane 3 and a state in which the rotational driving force of the engine 4 and the first motor generator 5 is not transmitted to the rotary vane 3. Any mechanism may be used as the output switching mechanism 9, and the output switching mechanism 9 can be configured by using a clutch mechanism that can engage/disengage the side of the engine 4 and the first motor generator 5 with/from the side of the rotary vane 3 between the engine 4 and the first motor generator 5, and the rotary vane 3.

[0036] The battery 7 is a rechargeable battery. The battery 7 is electrically connected to the first motor generator 5 and the second motor generator 6 via the electric wire. The battery 7 is able to supply electricity to the first motor generator 5 and the second motor generator 6, and is able to store electricity generated by the first motor generator 5 and the second motor generator 6. Consequently, the battery 7 serves as the power source that supplies electricity for driving the first motor generator 5, and also serves as the power source that supplies electricity for driving the second motor generator 6. Being able to supply electricity denotes a state in which the battery 7 is electrically connected via the electric wire and electricity can be transmitted via the electric wire.

[0037] FIG. 3 is a block diagram showing the functional configuration of the moving body. As shown in FIG 3, the moving body 1 includes an electronic control unit (ECU) 10 that controls the engine 4, the first motor generator 5, the second motor generator 6, and the output switching mechanism 9. In addition, the moving body 1 includes a travel operation section 11, a flight operation section 12, a mode selection section 13, a power storage amount detection section 14, an air/ground detection section 15, an engine failure detection section 16, an altimeter 17, a schedule recording section 18, and a current position detection section 19.

[0038] The travel operation section 11 is an operation section that rotationally drives the wheels using the second motor generator in order to cause the moving body to travel on the ground. The travel operation section 11 detects a requested rotational driving force of the wheels 2 in accordance with an operation amount of an operator. The requested rotational driving force of the wheels 2 is the rotational driving force of the wheels 2 requested through operation of the travel operation section 11 by the operator. Subsequently, the travel operation section 11 transmits the detected requested rotational driving force of the wheels 2 to the ECU 10. Any operation section can be used as the travel operation section 11 as long as the operation section can detect the requested rotational driving force of the wheels 2 and, as shown in FIG. 4, it is possible to use, e.g., an accelerator pedal attached to a vehicle.

[0039] The flight operation section 12 is an operation section that rotationally drives the rotary vane 3 using at lease one of the engine and the first motor generator in order to cause the moving body to fly. The flight operation section 12 detects the requested rotational driving force of the rotary vane 3 in accordance with the operation amount of the operator. The requested rotational driving force of the rotary vane 3 is the rotational driving force of the rotary vane 3 requested through operation of the flight operation section 12 by the operator. Subsequently, the flight operation section 12 transmits the detected requested rotational driving force of the rotary vane 3 to the ECU 10. Any operation section can be used as the flight operation section 12 as long as the operation section can detect the requested rotational driving force of the rotary vane 3 and, as shown in FIG. 4, it is possible to use, e.g., a throttle lever attached to an aircraft. In the case where the throttle lever is used as the flight operation section 12, for example, as shown in FIG. 5, it is possible to optionally adjust the requested rotational driving force of the rotary vane 3 from an IDLE position that minimizes the requested rotational driving force of the rotary vane 3 to a MAX position that maximizes the requested rotational driving force of the rotary vane 3, and also it is possible to provide a cruise area C for causing the moving body 1 to cruise between the IDLE position and the MAX position. In this case, when the flight operation section 12 is in the cruise area C, the flight operation section 12 transmits a cruise flight signal indicative of the cruise flight to the ECU 10 together with the requested rotational driving force of the rotary vane 3, or transmits only the cruise signal indicative of the cruise flight to the ECU 10.

[0040] The mode selection section 13 selects the ground travel of the moving body 1 or the flight thereof. The selection may be performed based on a switch operated by the operator of the moving body 1, and the selection may also be performed by the detection of the operations of the travel operation section 11 and the flight operation section 12. The mode selection section 13 transmits a ground travel selection signal indicative of the selection of the ground travel to the ECU 10 when the mode selection section 13 selects the ground travel, and transmits a flight selection signal indicative of the selection of the flight to the ECU 10 when the mode selection section 13 selects the flight.

[0041] The power storage amount detection section 14 detects the power storage amount of the battery 7. When the power storage amount detection section 14 detects that the power storage amount of the battery 7 is less than a threshold value, the power storage amount detection section 14 transmits a charge requirement signal indicating that charge of the battery 7 is required to the ECU 10. For example, the threshold value of the power storage amount of the battery 7 is a value that can secure the sufficient change amount for driving the second motor generator 6 and suppress a reduction in the life of the battery 7. In this case, the threshold value of the power storage amount of the battery 7 can be set to a value corresponding to 60% to 70% of the maximum charge amount of the battery 7.

[0042] The air/ground detection section 15 detects whether the moving body 1 is in the air or on the ground.

[0043] The air/ground detection section 15 detects spinning or rotation of the wheels 2, or a decrease or increase in the bearing load of the moving body 1 to thereby determine whether the moving body 1 is in the air or on the ground.

[0044] The air/ground detection section 15 determines that the moving body 1 has taken off and is in the air when the air/ground detection section 15 detects the spinning of the wheels 2 in the case where the wheels 2 are rotationally driven by the second motor generator 6, while the air/ground detection section 15 determines that the moving body 1 has landed and is on the ground when the air/ground detection section 15 detects the rotation of the wheels 2 in the case where the wheels 2 are not rotationally driven by the second motor generator 6. When the wheels 2 spin, the load of the second motor generator 2 is reduced, and the RPM of the wheels 2 is increased. Accordingly, the detection of the spinning of the wheels 2 can be performed by, e.g., detecting the load of the second motor generator 6 or the RPM of the wheels 2. The detection of the rotation of the wheels 2 can be performed by detecting the RPM of the wheels 2. Subsequently, the air/ground detection section 15 transmits a wheel spinning signal indicative of the spinning of the wheels 2 to the ECU 10 when the air/ground detection section 15 detects the spinning of the wheels 2, and transmits a wheel rotation signal indicative of the rotation of the wheels 2 to the ECU 10 when the air/ground detection section 15 detects the rotation of the wheels 2.

[0045] In addition, the air/ground detection section 15 determines that the moving body 1 has taken off and is in the air when the air/ground detection section 15 detects the decrease in the bearing load of the moving body 1, and determines that the moving body 1 has landed and is on the ground when the air/ground detection section 15 detects the increase in the bearing load of the moving body 1. The determination of the decrease or the increase in the bearing load of the moving body 1 can be performed based on, e.g., the detection result of a load sensor that detects the bearing load of the moving body 1. Subsequently, the air/ground detection section 15 transmits a bearing load decrease signal indicative of the decrease in the bearing load of the moving body 1 to the ECU 10 when the air/ground detection section 15 detects the decrease in the bearing load of the moving body 1, and transmits a bearing load increase signal indicative of the increase in the bearing load of the moving body 1 to the ECU 10 when the air/ground detection section 15 detects the increase in the bearing load of the moving body 1.

[0046] Note that the air/ground detection section 15 may perform only the detection of the spinning or the rotation of the wheels 2, may also perform only the detection of the decrease or the increase in the bearing load of the moving body 1, or may perform both of them.

[0047] The engine failure detection section 16 detects the failure of the engine 4 during the flight of the moving body 1. It is possible to detect the failure of the engine 4 by various conventional methods, and it is possible to detect the failure of the engine 4 by,, e.g., monitoring the RPM of the rotary vane 3 or various control states. When the engine failure detection section 16 detects the failure of the engine 4, the engine failure detection section 16 transmits an engine failure signal indicative of the occurrence of the failure of the engine 4 to the ECU 10.

[0048] The altimeter 17 detects the altitude of the moving body 1. As the altimeter 17, it is possible to use, e.g., a pressure altimeter that detects the altitude by measuring barometric pressure, and a radio altimeter that measures time from emission of a radio wave toward the ground to reception of a reflected wave. The altimeter 17 transmits the detected altitude to the ECU 10.

[0049] The schedule recording section 18 records a flight schedule of the moving body 1 in the case where the moving body 1 flies. As the flight schedule of the moving body 1, the schedule recording section 18 records a cruising altitude and a descent start point.

[0050] The current position detection section 19 detects the current position of the moving body 1. As the current position detection section 19, it is possible to use, e.g., a global positioning system (GPS). The current position detection section 19 transmits the detected current position to the ECU 10.

[0051] The ECU 10 is a control section that controls the engine 4, the first motor generator 5, the second motor generator 6, and the output switching mechanism 9 based on the signals transmitted from the travel operation section 11, the flight operation section 12, the mode selection section 13, the power storage amount detection section 14, the air/ground detection section 15, and the engine failure detection section 16. The ECU 10 is configured mainly by a processor such as a central processing unit (CPU) or the like and a storage device such as a memory or the like, and performs various controls according to pre-stored various programs.

[0052] The control performed by the ECU 10 includes two operation modes of a ground travel mode as the operation mode in the case where the ground travel is performed and a flight mode as the operation mode in the case where the flight is performed. The ECU 10 activates the ground travel mode when the ground travel selection signal is transmitted from the mode selection section 13, and activates the flight mode when the flight selection signal is transmitted from the mode selection section 13. Note that the operation mode is also referred to as a control mode.

[0053] In the ground travel mode, the moving body 1 is brought into a state suitable for the ground travel. For example, in order not to rotationally drive the rotary vane 3 by the engine 4 or the first motor generator 5, the drive of the output switching mechanism 9 is controlled such that the rotational driving force of the engine 4 or the first motor generator 5 is not transmitted to the rotary vane 3. At this point, it is possible to stop the function of the flight operation section 12 in order to prevent the malfunction of the flight operation section 12.

[0054] FIGS. 6A, 6B, and 6C are views for explaining individual operation modes included in the ground travel mode. FIG. 6A shows a normal travel mode, FIG. 6B shows a charge mode, and FIG. 6C shows a regeneration mode. As shown in FIGS. 6A, 6B, and 6C, the ground travel mode includes the three operation modes of the normal travel mode, the charge mode, and the regeneration mode.

[0055] The normal travel mode is a mode in which the moving body 1 is caused to travel based on the operation of the travel operation section 11. As shown in FIG. 6 A, in the normal travel mode, the second motor generator 6 is caused to function as the motor, and the second motor generator 6 is rotationally driven. That is, in the normal travel mode, the drive of the second motor generator 6 is controlled based on the operation amount of the travel operation section 11, i.e., the requested rotational driving force of the wheels 2 transmitted from the travel operation section 11, and the wheels 2 are rotationally driven by the second motor generator 6. At this point, for example, the rotational driving force of the wheels 2 by the second motor generator 6 can be made larger as the operation amount of the travel operation section 11 is larger, and the rotational driving force of the wheels 2 by the second motor generator 6 can be made smaller as the operation amount of the travel operation section 11 is smaller. The second motor generator 6 is driven with the supply of electricity from the battery 7. With this, the moving body 1 travels on the ground.

[0056] The charge mode is a mode in which the battery 7 is charged. The charge mode is activated when the power storage amount detection section 14 detects that the power storage amount of the battery 7 is less than the threshold value during the execution of the normal travel mode (when the charge requirement signal is transmitted from the power storage amount detection section 14). As shown in FIG. 6B, in the charge mode, the first motor generator 5 is caused to function as the generator. By driving the engine 4, the first motor generator 5 is caused to generate electricity and the battery 7 is charged. At this point, in the case where the output switching mechanism 9 establishes the state in which the rotational driving forces of the engine 4 and the first motor generator 5 are transmitted to the rotary vane 3, the drive of the output switching mechanism 9 is controlled so as to establish the state in which the rotational driving force of the engine 4 is not transmitted to the rotary vane 3.

[0057] ^! The regeneration mode is a mode in which the battery 7 is charged by regenerative braking of the moving body 1. The regeneration mode is activated when the moving body 1 is decelerated during the execution of the normal travel mode. As shown in FIG. 6C, in the regeneration mode, the second motor generator 6 is caused to function as the generator. The rotation of the wheels 2 is reduced with the rotational resistance of the second motor generator 6, the second motor generator 6 is caused to generate electricity with the rotation of the wheels 2, and the battery, 7 is charged with the generated electricity.

[0058] In the flight mode, the moving body 1 is brought into a state suitable for the flight. For example, in order to rotationally drive the rotary vane 3 by the engine 4 and the first motor generator 5, the drive of the output switching mechanism 9 is controlled such that the rotational driving forces of the engine 4 and the first motor generator 5 are transmitted to the rotary vane 3.

[0059] FIGS. 7 A, 7B, 7C, 8A, 8B, and 8C are views for explaining individual modes in the flight mode. FIG. 7A shows a takeoff mode, FIG. 7B shows an acceleration climb mode, FIG. 7C shows a cruise flight mode, FIG. 8A shows a deceleration descent mode, FIG. 8B shows an engine failure mode, and FIG. 8C shows a landing mode.

[0060] The takeoff mode is a mode in which the moving body 1 is caused to take off from the ground for the flight. As shown in FIG. 7A, in the takeoff mode, the rotary vane 3 is rotationally driven by the engine 4. In addition, in the takeoff mode, the first motor generator 5 is caused to function as the motor, and the rotary vane 3 is rotationally driven by the first motor generator 5. Further, in the takeoff mode, the second motor generator 6 is caused to function as the motor, and the wheels 2 are rotationally driven by the second motor generator 6. That is, in the takeoff mode, based on the operation amount of the flight operation section 12, i.e., the requested rotational driving force of the rotary vane 3 transmitted from the flight operation section 12, the drive of the engine 4 is controlled and the rotary vane 3 is thereby rotationally driven, and the drive of the first motor generator 5 is controlled and the rotary vane 3 is thereby rotationally driven such that the rotational driving forces of the engine 4 and the first motor generator 5 are distributed. Note that the first motor generator 5 is driven with the supply of electricity from the battery 7. At this point, in order to improve fuel efficiency, the engine 4 and the first motor generator 5 can be rotated at rated speeds. In addition, in the takeoff mode, based on the operation amount of the travel operation section 11, i.e., the requested rotational driving force of the wheels 2 transmitted from the travel operation section 11, the drive of the second motor generator 6 and the wheels 2 are thereby rotationally driven. Note that the second motor generator 6 is driven with the supply of electricity from the battery 7. At this point, in order to increase propulsion in the ground travel, the second motor generator 6 can be rotated at a rotation speed higher than the rated speed, e.g., at the maximum rotation speed. Note that, in the takeoff mode, the engine 4 and the first motor generator 5 may be rotated at the rated speeds irrespective of the operation amount of the flight operation section 12, i.e., the requested rotational driving force of the rotary vane 3 transmitted from the flight operation section 12. Further, in the takeoff mode, the second motor generator 6 may be rotated at the maximum rotation speed irrespective of the operation amount of the travel operation section 11, i.e., the requested rotational driving force of the wheels 2 transmitted from the travel operation section 11. With this, the moving body 1 starts to move forward with the rotation of the wheels 2, and accelerates and takes off with the rotation of the wheels 2 and the rotation of the rotary vane 3.

[0061] In addition, in the takeoff mode, when the air/ground detection section 15 detects the spinning of the wheels 2 or the decrease in bearing load, the air/ground detection section 15 determines that the moving body 1 has taken off, the drive of the second motor generator 6 is stopped, and the rotational driving of the wheels 2 by the second motor generator 6 is thereby stopped. Note that, by detecting the transmission of the wheel spinning signal from the air/ground detection section 15 functioning as a wheel spinning detection section, it is possible to detect the spinning of the wheels 2. Similarly, by detecting the transmission of the bearing load decrease signal from the air/ground detection section 15 functioning as a bearing load detection section, it is possible to detect the decrease in bearing load. Note that, in the case where the rotational driving of the wheels 2 is stopped, it is possible to notify the operator of the stoppage. As the form of the notification, it is possible to use voice announcement, lighting of a lamp, and a message on a display. When the moving body 1 takes off, since it is not necessary to rotationally drive the wheels 2, it is possible to stop the function of the travel operation section 11 until the moving body 1 lands in order to prevent the malfunction of the travel operation section 11.

[0062] The acceleration climb mode is a mode in which the moving body 1 is caused to climb after takeoff by increasing the flight speed (or propulsion) of the moving body 1. As shown in FIG. 7B, in the acceleration climb mode, the rotary vane 3 is rotationally driven by the engine 4. In addition, in the acceleration climb mode, the first motor generator 5 is caused to function as the motor, and the rotary vane 3 is rotationally driven by the first motor generator 5. That is, in the acceleration climb mode, based on the operation amount of the flight operation section 12, i.e., the requested rotational driving force of the rotary vane 3 transmitted from the flight operation section 12, the drive of the engine 4 is controlled and the rotary vane 3 is thereby rotationally driven, and the drive of the first motor generator 5 is controlled and the rotary vane 3 is thereby rotationally driven such that the rotational driving force of the engine 4 and the rotational driving force of the first motor generator 5 are distributed. At this point, in order to improve the fuel efficiency, the engine 4 and the first motor generator 5 can be rotated at the rated speeds. Note that, in the acceleration climb mode, the engine 4 and the first motor generator 5 may be rotated at the rated speeds irrespective of the operation amount of the flight operation section 12, i.e., the requested rotational driving force of the rotary vane 3 transmitted from the flight operation section 12.

[0063] The cruise flight mode is a mode in which the moving body is caused to fly at the cruising speed. As shown in FIG. 7C, in the cruise flight mode, the rotary vane 3 is rotationally driven by the engine 4. That is, in the cruise flight mode, when the cruise flight signal is transmitted from the flight operation section 12, the rotary vane 3 is rotationally driven by controlling only the drive of the engine 4 without controlling the drive of the first motor generator 5. At this point, the engine 4 is rotated at the rated speed. Even in the case where the cruise flight signal is not transmitted from the flight operation section 12 and only the requested rotational driving force of the rotary vane 3 is transmitted, the engine 4 may be rotated at the rated speed.

[0064] The deceleration descent mode is a mode in which the moving body 1 is caused to descend by reducing the flight speed (or propulsion) of the moving body 1. As shown in FIG. 8A, in the deceleration descent mode, the drive of the engine 4 is stopped, and the first motor generator 5 is caused to function as the generator. The rotation of the rotary vane 3 is reduced with the rotational resistance of the first motor generator 5, the first motor generator 5 is caused to generate electricity with the rotation of the rotary vane 3, and the battery 7 is charged with the generated electricity.

[0065] The takeoff mode, the acceleration climb mode, the cruise flight mode, and the deceleration descent mode may be switched from one to another manually or automatically, and can be switched from one to another based on, e.g., the operation amounts of the travel operation section 11 and the flight operation section 12. For example, consideration will be given to the case where the flight operation section 12 is the throttle lever shown in FIG. 5. In this case, when the flight operation section 12 is moved to the MAX position and the travel operation section 11 is fully opened, it is determined that the takeoff mode is established and the flight mode is switched to the takeoff mode. Thereafter, when the air/ground detection section 15 detects the spinning of the wheels 2 or the decrease in bearing load and the rotational driving of the wheels 2 by the second motor generator 6 is stopped or the operation of the travel operation section 11 is canceled, it is determined that the acceleration climb mode is established, and the flight mode is switched from the takeoff mode to the acceleration climb mode. Thereafter, when the flight operation section 12 is moved to the cruise area C, it is determined that the cruise flight mode is established, and the flight mode is switched from the acceleration climb mode to the cruise flight mode. Thereafter, when the flight operation section 12 is moved from the cruise area C toward the IDLE position or to the IDLE position, it is determined that the deceleration descent mode is established, and the flight mode is switched from the cruise flight mode to the deceleration descent mode.

[0066] The engine failure mode is an emergency mode that is activated in the case where the engine 4 fails. As shown in FIG. 8B, in the engine failure mode, since it is not possible to obtain the rotational driving by the engine 4, the first motor generator 5 is caused to function as the motor, and the rotary vane 3 is rotationally driven by the first motor generator 5. That is, in the engine failure mode, the drive of the first motor generator 5 is controlled and the rotary vane 3 is thereby rotationally driven irrespective of the operation amount of the flight operation section 12, i.e., the requested rotational driving force of the rotary vane 3 transmitted from the flight operation section 12. At this point, in order to continue the flight of the moving body 1 with the rotational driving force of only the first motor generator 5, it is possible to rotate the first motor generator 5 at a rotation speed not less than the rated speed, and further at the maximum rotation speed. Note that it is possible to continue the flight as long as possible by completely exhausting the battery 7. [0067] The landing mode is a mode in which the moving body 1 having landed on the ground is caused to stop. When the moving body 1 lands on the ground, the wheels 2 rotate due to the friction with the ground, and the bearing load of the moving body 1 is increased. As shown in FIG. 8C, in the landing mode, the speed of the moving body 1 is reduced by braking the wheels 2. For the braking of the wheels 2, various conventional brake mechanisms can be used, in addition, in the landing mode, the second motor generator 6 is caused to function as the generator. The rotation of the wheels 2 is reduced with the rotational resistance of the second motor generator 6, the second motor generator 6 is caused to generate electricity with the rotation of the wheels 2, and the battery 7 is charged with the generated electricity. Note that, in the landing mode, the battery 7 may also be additionally charged by causing the first motor generator 5 to generate electricity using the engine 4.

[0068] Next, with reference to FIGS. 9 to 13, the operations of the moving body 1 will be described. Note that the operations of the moving body 1 described below are performed through the control of the ECU 10.

[0069] FIG. 9 is a flowchart showing the detail of the control in the travel mode. As shown in FIG. 9, in the travel mode, the normal travel mode is executed first, and the wheels 2 are rotationally driven by the second motor generator 6 (step SI). With this, the moving body 1 travels on the ground with the rotation of the wheels 2.

[0070] Next, the ECU 10 determines whether or not the moving body 1 is decelerated (step S2). The determination of whether or not the moving body 1 is decelerated is performed through the operation of the operator, e.g., the operation of the flight operation section 12, but the ECU 10 may automatically determine whether or not the moving body 1 is decelerated based on the flight schedule. Subsequently, in the case where the ECU 10 determines that the moving body 1 is not decelerated (step S2: NO), the flow proceeds to step S4. On the other hand, in the case where the ECU 10 determines that the moving body 1 is decelerated (step S2: YES), the ECU 10 switches the function of the second motor generator 6 to the generator, causes the second motor generator 6 to generate electricity with the rotation of the wheels 2, and charges the battery 7 (step S3). Subsequently, the flow proceeds to step S4.

[0071] Next, the ECU 10 determines whether or not the power storage amount of the battery 7 is less than the threshold value (step S4). The determination of whether or not the power storage amount of the battery 7 is less than the threshold value is performed based on the detection of the charge requirement signal transmitted from the power storage amount detection section 14. Ln the case where the ECU 10 determines that the power storage amount of the battery 7 is not less than the threshold value (step S4: NO), the flow proceeds to step S6. On the other hand, in the case where the ECU 10 determines that the power storage amount of the battery 7 is less than the threshold value (step S4: YES), the ECU 10 switches the function of the first motor generator 5 to the generator, causes the first motor generator 5 to generate electricity with the rotational driving by the engine 4, and charges the battery 7 (step S5). Subsequently, the flow proceeds to step S6.

[0072] Next, the ECU 10 determines whether or not the travel is ended (step S6). The determination of whether or not the travel is ended is performed based on the detection of the flight selection signal transmitted from the mode selection section 13 or the detection of turning-OFF of the main power source of the moving body 1. In the case where the ECU 10 determines that the travel is not ended (step S6: NO), the flow returns to step SI ^ and above steps are repeated. On the other hand, in the case where the ECU 10 determines that the travel is ended (step S6: YES), the ECU 10 ends the travel mode.

[0073] FIG. 10 is a flowchart showing the detail of the control in the flight mode.

As shown in FIG. 10, in the flight mode, the ECU 10 performs takeoff control first (step S20), and then performs flight control (step S20).

[0074] FIG. 11 is a flowchart showing the takeoff control in the flight mode. As shown in FIG. 11, in the takeoff control, the ECU 10 activates the takeoff mode first, rotationally drives the rotary vane 3 using the engine 4 and the first motor generator 5, and rotationally drives the wheels 2 using the second motor generator 6 (step S21).

[0075] Next, the ECU 10 determines whether or not it is detected that the moving body 1 is in the air, i.e., whether or not the takeoff is detected (step S22). The detection of whether or not the moving body 1 is in the air (the detection of the takeoff) can be performed through the detection of the spinning of the wheels 2 or the decrease in bearing load. The spinning of the wheels 2 is determined based on whether or not the wheel spinning signal is transmitted from the air/ground detection section 15. The decrease in bearing load is determined based on whether or not the bearing load decrease signal is transmitted from the air/ground detection section 15. In the case where the ECU 10 determines that the moving body 1 is not in the air (is on the ground) (step S22: NO), the ECU 10 performs step S22 again. That is, the ECU 10 maintains the state in step S21 until the moving body 1 takes off. On the other hand, in the case where the ECU 10 determines that the moving body 1 is in the air (step S22: YES), the ECU 10 stops the rotational driving of the wheels 2 by the second motor generator 6 (step S23). Subsequently, the ECU 10 ends the takeoff control, and switches the flight mode from the takeoff mode to the acceleration climb mode.

[0076] FIG. 12 is a flowchart showing the flight control in the flight mode. As shown in FIG. 12, in the flight control, the ECU 10 activates the acceleration climb mode first, and rotationally drives the rotary vane 3 using the engine 4 and the first motor generator 5 (step S31).

[0077] Next, the ECU 10 determines whether the moving body 1 has climbed to the cruising altitude (step S32). The determination of whether or not the moving body 1 has climbed to the cruising altitude can be performed by comparing the altitude transmitted from the altimeter 17 with the cruising altitude recorded in the schedule recording section 18. Note that the cruising altitude that is compared with the altitude transmitted from the altimeter 17 is not limited to the cruising altitude recorded in the schedule recording section 18 and, for example, the cruising altitude set by the operator may also be used. In the case where the ECU 10 determines that the moving body 1 has not climbed to the cruising altitude (step S32: NO), the ECU 10 performs step S32 again. That is, the ECU 10 maintains the state in step S31 until the moving body 1 climbs to the cruising altitude. On the other hand, in the case where the ECU 10 determines that the moving body 1 has climbed to the cruising altitude (step S32: YES), the ECU 10 switches the flight mode from the acceleration climb mode to the cruise flight mode, rotationally drives the rotary vane 3 using the engine 4, and performs the cruise flight in which the engine 4 is rotated at the rated speed (step S33).

[0078] Next, the ECU 10 determines whether or not the moving body 1 has reached the descent start point (step S34). The determination of whether or not the moving body 1 has reached the descent start point can be performed by comparing the current position transmitted from the current position detection section 19 with the descent start point recorded in the schedule recording section 18. In this case, even in the case where the current position transmitted from the current position detection section 19 is within a predetermined distance from the descent start point recorded in the schedule recording section 18 as well as the case where the current position transmitted from the current position detection section 19 matches the descent start point recorded in the schedule recording section 18, the ECU 10 determines that the moving body 1 has reached the descent start point. Note that the descent start point that is compared with the current position transmitted from the current position detection section 19 is not limited to the descent start point recorded in the schedule recording section 18 and, for example, the descent start point set by the operator may be used. In the case where the ECU 10 determines that the moving body 1 has not reached the descent start point (step S34: NO), the ECU 10 performs step S34 again. That is, the ECU 10 maintains the state in step S33 until the moving body 1 reaches the descent start point. In the case where the ECU 10 determines that the moving body 1 has reached the descent start point (step S34: YES), the ECU 10 switches the flight mode from the cruise flight mode to the deceleration descent mode, and stops the engine 4. In addition, the ECU 10 switches the function of the first motor generator 5 to the generator, causes the first motor generator 5 to generate electricity with the rotation of the rotary vane 3, and charges the battery 7 (step S35). At this point, the ECU 10 can additionally charge the battery 7 by causing the first motor generator 5 to generate electricity using the engine 4 in addition to step S35 or instead of step S35.

[0079] Next, the ECU 10 determines whether or not it is detected that the moving body 1 is on the ground (step S36). The detection of whether or not the moving body 1 is on the ground can be performed through the detection of the rotation of the wheels 2 or the increase in bearing load. The rotation of the wheels 2 is determined based on whether or not the wheel rotation signal is transmitted from the air/ground detection section 15. The increase in bearing load is determined based on whether or not the bearing load increase signal is transmitted from the air/ground detection section 15. In the case where the ECU 10 determines that the moving body 1 is not on the ground (is in the air) (step S36: NO), the ECU 10 performs step S36 again. That is, the ECU 10 maintains the state in step S35 until the moving body 1 lands. On the other hand, in the case where the ECU 10 determines that the moving body 1 is on the ground (step S36: YES), the ECU 10 switches the flight mode from the deceleration descent mode to the landing mode, switches the function of the second motor generator 6 to the generator while braking the wheels 2, causes the second motor generator 6 to generate electricity with the rotation of the wheels 2, and charges the battery 7 (step S37).

[0080] Subsequently, when the moving body 1 is completely stopped, the ECU 10 ends the flight mode, and switches the mode to the travel mode.

[0081] FIG. 13 is a flowchart showing emergency control in the flight mode. As shown in FIG. 13, the ECU 10 determines whether or not the engine has failed first (step S41). The determination of whether or not the engine has failed can be performed based on whether or not the engine failure signal is transmitted from the engine failure detection section 16. In the case where the ECU 10 does not detect the failure of the engine (step S41: NO), the ECU 10 repeats step S41. That is, the emergency control is started in the case where the failure of the engine is detected when the moving body 1 flies in the flight mode.

[0082] In the case where the ECU 10 detects the failure of the engine (step S41: YES), the ECU 10 switches the flight mode to the engine failure mode, switches the function of the first motor generator 5 to the motor, and rotationally drives the rotary vane 3 using the first motor generator 5.

[0083] As described thus far, according to the present embodiment, it becomes possible to perform the flight by rotationally driving the rotary vane 3 using the engine 4 and the first motor generator 5, and perform the ground travel by rotationally driving the wheels 2 using the second motor generator 6. Thus, since the rotary vane 3 is rotationally driven by the engine 4 that can obtain the high output and the wheels 2 are rotationally driven by the second motor generator 6 that is lower in output than the engine 4 and can achieve suppression of an increase in mass, it is possible to obtain the output suitable for each of the ground travel and the flight.

[0084] in addition, the engine 4 can be used as the power source for charging the battery 7 for supplying electricity to the second motor generator 6 that rotationally drives the wheels 2 as well as the power source for rotationally driving the rotary vane 3, and the battery 7 can be used as the supply source of electricity for driving the first motor generator 5 that rotationally drives the rotary vane 3 as well ^'as the supply source of electricity for driving the second motor generator 6. Thus, since the entire moving body 1 has the power configuration in which the power on the ground travel side and the power on the flight side are complementary to each other, it is possible to suppress the increase in the mass of the moving body 1.

[0085] Further, even when the engine 4 fails during the flight, since it is possible to rotationally drive the rotary vane 3 using the first motor generator 5 to which electricity is supplied from the battery 7, it is possible to secure redundancy of the power source for the flight without increasing the mass. That is, it is possible to secure an emergency power source without increasing the mass.

[0086] Additionally, since the first motor generator 5 and the battery 7 are electrically connected to each other, and the battery 7 and the second motor generator 6 are electrically connected to each other, it is possible to dispose the battery 7 and the second motor generator 6 at optimum positions while disposing the engine 4 and first motor generator 5 at positions close to the rotary vane 3. With this, it is possible to improve flexibility in disposition in the entire moving body 1, and a useless power transfer shaft becomes unnecessary.

[0087] Further, in the case where the ground travel is performed, since the wheels 2 are rotationally driven by the second motor generator 6, it is possible to rotationally drive the wheels 2 efficiently. In addition, when the power storage amount of the battery 7 is less than the threshold value, the first motor generator 5 is caused to generate electricity with the drive of the engine 4 and the battery 7 is thereby charged, and hence it is possible to travel for a long time period. On the other hand, in the case where the takeoff is performed, since the rotary vane 3 is rotationally driven by the engine 4 and the first motor generator 5, it is possible to cause the moving body 1 to take off and fly.

[0088] In order to cause the stationary moving body 1 to move forward, propulsion larger than that in the case where the mobile moving body 1 is caused to move forward is required. Accordingly, in order to cause the stationary moving body 1 to move forward only with the rotational driving of the rotary vane 3, the rotary vane 3 larger in diameter than that in the case where the mobile moving body 1 is caused to move forward is required. To cope with this, in the case where the takeoff is performed, by performing the rotation driving of the wheels 2 by the second motor generator 6 in addition to the rotational driving of the rotary vane 3 by the engine 4 and the first motor generator 5, the propulsion required to cause the stationary moving body 1 to move forward can be obtained with the rotational driving of the wheels 2 by the second motor generator 6. With this, it is possible to reduce the diameter of the rotary vane 3.

[0089] In addition, since the rotational driving of the wheels 2 becomes unnecessary after the takeoff, in the case where the spinning of the wheels 2 or the decrease in bearing load is detected when the takeoff is performed, it is possible to automatically stop the unnecessary rotational driving of the wheels 2 by stopping the rotational driving of the wheels 2 by the second motor generator 6. With this, it is possible to prevent a reduction in the power storage amount of the battery 7 due to the unnecessary rotational driving of the wheels 2.

[0090] Further, by setting the rated output of the engine 4 to the output that allows the cruise flight, it is possible to cause the moving body 1 to properly fly, and improve the fuel efficiency in the flight.

[0091] Furthermore, by performing the flight in the acceleration climb mode, the cruise flight mode, and the deceleration descent mode, it is possible to obtain the appropriate output in accordance with the flight condition of the moving body 1. For example, when the acceleration climb mode is established after the takeoff, since it is possible to obtain high propulsion with the rotational driving of the rotary vane 3 by the engine 4 and the first motor generator 5, it is possible to cause the moving body 1 to climb. In addition, by establishing the cruise flight mode in the case where the moving body 1 cruises, it is possible to rotate the engine 4 at the rated speed to thereby improve the fuel efficiency of the moving body 1. Further, when the deceleration descent mode is established in the case where the moving body 1 descends, since the battery 7 is charged with the generation of electricity of the first motor generator 5, it is possible to prepare for the travel after landing. That is, it is possible to absorb the potential energy of the flying moving body 1 and use the potential energy for the subsequent ground travel.

[0092] In addition, by rotating the engine 4 at the rated speed in the acceleration climb mode and the cruise flight mode, it is possible to improve the fuel efficiency when the moving body 1 flies in the acceleration climb mode and the cruise flight mode. Note that, in the acceleration climb mode, by adjusting, e.g., the rotational driving force of the rotary vane 3 by the first motor generator 5, it is possible to adjust the acceleration of the moving body 1.

[0093] Further, by having the engine failure mode, even when the engine 4 fails during the flight, since the rotary vane 3 is rotationally driven by the first motor generator 5 having electricity supplied from the battery 7 as the power source, it is possible to continue the flight. At this point, by completely exhausting the battery 7, it is possible to continue the flight as long as possible.

[0094] Furthermore, by having the travel operation section 11 and the flight operation section 12, it is possible to easily perform the ground travel and the flight. For example, since the wheels 2 are rotationally driven by the second motor generator 6 by operating the travel operation section 11, it is possible to cause the moving body 1 to travel. In addition, since the rotary vane 3 is rotationally driven by at least one of the engine 4 and the first motor generator 5 by operating the flight operation section 12, it is possible to cause the moving body 1 to fly. Further, since the rotary vane 3 is rotationally driven by the engine 4 and the first motor generator 5 and the wheels 2 are rotationally driven by the second motor generator 6 by operating both of the travel operation section 11 and the flight operation section 12, it is possible to cause the moving body 1 to take off.

[0095] Furthermore, by using the gas turbine engine having a high power density as the engine 4, the following effects are obtained. That is, it is possible to easily obtain the output suitable for the flight from the engine 4. In addition, since the output at the high rotation speed can be obtained from the engine 4, it is possible to reduce the size of the first motor generator 5. Further, it is possible to suppress the increase in the mass of the engine 4. Furthermore, the startability of the engine 4 is improved, and a starter generator for starting the engine 4 and its drive system become unnecessary. Moreover, the portion from the engine 4 to the rotary vane 3 can have a single shaft structure, and hence it is possible to reduce the number of causes for oil leakage and failures related to a bearing. Additionally, since rotary vane 3 rotates even when the engine 4 is stopped, it is possible to absorb the potential energy of the flying moving body 1 and use the potential energy for the subsequent ground travel.

[0096] Herein, with reference to FIGS. 14 to 17, the effects of the present embodiment will be described based on the comparison with Comparative Examples.

[0097] (Comparative Example 1) FIG. 14 is a view showing the power configuration of a moving body of Comparative Example 1. As shown in FIG. 14, a moving body 51 of Comparative Example 1 is a ground travel engine direct connection type moving body in which the wheels 2 and the rotary vane 3 are rotationally driven directly by an engine 52 suitable for the ground travel, and the wheels 2 and the rotary vane 3 are connected to the engine 52 suitable for the ground travel.

[0098] (1) In the thus configured moving body 51 of Comparative Example 1, since the engine 52 that rotationally drives the wheels 2 and the rotary vane 3 is suitable for the ground travel, it is possible to obtain the output and the RPM suitable for the ground travel, but it is not possible to obtain the output and the RPM suitable for the flight. In contrast to this, in the moving body 1 of the present embodiment, since the second motor generator 6 that rotationally drives the wheels 2 is suitable for the ground travel and the engine 4 that rotationally drives the rotary vane 3 is suitable for the flight, it is possible to obtain the output and the RPM suitable for each of the ground travel and the flight.

[0099] (2) In addition, in the moving body 51 of Comparative Example 1, since the wheels 2 are rotationally driven by the engine 52, it is necessary to dispose the attenuator between the engine 52 and the wheels 2. In contrast to this, in the moving body 1 of the present embodiment, since the wheels 2 are rotationally driven by the second motor generator 6, it is not necessary to dispose the attenuator between the second motor generator 6 and the wheels 2.

[0100] (3) Further, in the moving body 51 of Comparative Example 1, since the engine 52 is mechanically connected to both of the wheels 2 and the rotary vane 3, the flexibility in disposition is low and an shaft structure for connecting them is complicated. In contrast to this, in the moving body 1 of the present embodiment, since the engine 4, the battery 7, and the second motor generator 6 are electrically connected to one another via the electric wire, the flexibility in disposition is high and the shaft structure for connecting them is simple. That is, since it is only necessary to connect the engine 4, the first motor generator 5, and the rotary vane 3 to one another with the shaft structure, the shaft structure is simple as compared with the shaft structure of the moving body 51 of Comparative Example 1.

[0101] (4) Furthermore, the moving body 51 of Comparative Example 1 cannot be caused to fly at the rated speed, and hence an improvement in fuel efficiency cannot be expected especially in the case where the gas turbine engine is used as the engine 52. In contrast to this, since the moving body 1 of the present embodiment can be caused to fly at the rated speed, the improvement in fuel efficiency can be expected especially in the case where the gas turbine engine is used as the engine 4.

[0102] (Comparative Example 2) FIG. 15 is a view showing the power configuration of a moving body of Comparative Example 2. As shown in FIG. 15, a moving body 61 of Comparative Example 2 is a flight engine direction connection type moving body in which the wheels 2 and the rotary vane 3 are rotationally driven directly by an engine 62 suitable for the flight, and the wheels 2 and the rotary vane 3 are connected to the engine 62 suitable for the flight. [0103] (1) In the thus configured moving body 61 of Comparative Example 2, since the engine 62 that rotationally drives the wheels 2 and the rotary vane 3 is suitable for the flight, it is possible to obtain the output and the RPM suitable for the flight, but it is not possible to obtain the output and the RPM suitable for the ground travel. In contrast to this, in the moving body 1 of the present embodiment, since the second motor generator 6 that rotationally drives the wheels 2 is suitable for the ground travel and the engine 4 that rotationally drives the rotary vane 3 is suitable for the flight, it is possible to obtain the output and the RPM suitable for each of the ground travel and the flight.

[0104] (2) In addition, in the moving body 61 of Comparative Example 2, since the wheels 2 are rotationally driven by the engine 62, it is necessary to dispose the attenuator between the engine 62 and the wheels 2. In contrast to this, in the moving body 1 of the present embodiment, since the wheels 2 are rotationally driven by the second motor generator 6, it is not necessary to dispose the attenuator between the second motor generator 6 and the wheels 2.

[0105] (3) Further, in the moving body 61 of Comparative Example 2, since the engine 62 is mechanically connected to the wheels 2 and the rotary vane 3, the flexibility in disposition is low and the shaft structure for connecting them is complicated. In contrast to this, in the moving body 1 of the present embodiment, since the engine 4, the battery 7, and the second motor generator 6 are electrically connected to one another via the electric wire, the flexibility in disposition is high and the shaft structure for connecting them is simple. That is, it is only necessary to connect the engine 4, the first motor generator 5, and the rotary vane 3 to one another with the shaft structure, and hence the shaft structure is simple as compared with the shaft structure of the moving body 61 of Comparative Example 2.

[0106] (4) Furthermore, the moving body 61 of Comparative Example 2 cannot be caused to fly at the rated speed, and hence the improvement in fuel efficiency cannot be expected especially in the case where the gas turbine engine is used as the engine 62. In contrast to this, since the moving body 1 of the present embodiment can be caused to fly at the rated speed, the improvement in fuel efficiency can be expected especially in the case where the gas turbine engine is used as the engine 4.

[0107] (Comparative Example 3) FIG. 16 is a view showing the power configuration of a moving body of Comparative Example 3. As shown in FIG. 16, a moving body 71 of Comparative Example 3 is a ground travel engine parallel hybrid type moving body in which an engine 72 suitable for the ground travel has a parallel hybrid structure and the rotary vane 3 is electrically driven. That is, in the moving body 71, the engine 72 suitable for the ground travel and a motor generator 73 are connected to the wheels 2, a motor generator 74 is connected to the rotary vane 3, and a battery 75 is connected to the motor generator 73 and the motor generator 74.

[0108] (1) In the thus configured moving body 71 of Comparative Example 3, although it is possible to obtain the output suitable for the ground travel, electricity serving as the power source for the motor generator 74 that rotationally drives the rotary vane 3 is supplied from the battery 7, and the engine 72 suitable for the ground travel causes the motor generator 73 to generate electricity and the battery 7 is thereby charged, and hence it is not possible to obtain the output suitable for the flight. In contrast to this, in the moving body 1 of the present embodiment, since the second motor generator 6 that rotationally drives the wheels 2 is suitable for the ground travel and the engine 4 that rotationally drives the rotary vane 3 is suitable for the flight, it is possible to obtain the output suitable for each of the ground travel and the flight.

[0109] (2) In addition, in the moving body 71 of Comparative Example 3, the engine 72 suitable for the ground travel is lower in rotation output than the engine suitable for the flight, and hence, in order to efficiently cause the motor generator 73 to generate electricity, it is necessary to increase the size of the engine 72 or increase the rotation output of the engine 72 using the attenuator. In this case, the increase in the size of the engine 72 is not realistic in terms of the suppression of the increase in mass, and hence it is necessary to dispose the attenuator between the engine 72 and the motor generator 73. In contrast to this, in the moving body 1 of the present embodiment, since the engine 4 suitable for the flight is higher in rotation output than the engine suitable for the ground travel, it is possible to efficiently cause the first motor generator 5 to generate electricity even without providing the attenuator for increasing the RPM between the engine 4 and the first motor generator 5.

[0110] (Comparative Example 4) FIG. 17 is a view showing the power configuration of a moving body of Comparative Example 4. As shown in FIG. 17, a moving body 81 of Comparative Example 4 is an all series hybrid type moving body in which the wheels 2 and the rotary vane 3 are electrically driven and a range extender function of the motor generator and the engine is provided. That is, in the moving body 81, a motor generator 82 and a motor generator 83 are respectively connected to the wheels 2 and the rotary vane 3, and a motor generator 86 to which an engine 85 is connected is connected to a battery 84 connected to the motor generator 82 and the motor generator 83.

[0111] (1) In the thus configured moving body 81 of Comparative Example 4, three motor generators of the motor generator 82, the motor generator 83, and the motor generator 86 are required, and hence the mass of the moving body 81 is increased. In contrast to this, in the moving body 1 of the present embodiment, since only two motor generators of the first motor generator 5 and the second motor generator 6 are required, it is possible to achieve significant suppression of the increase in the mass thereof as compared with the moving body 81.

[0112] As described thus far, it is seen that the present embodiment achieves excellent effects as compared with any of Comparative Examples 1 to 4.

[0113] The preferred embodiment of the invention has been described thus far, but the invention is not limited to the above embodiment.

[0114] For example, although the specific modes have been described as the drive control of each power source, the other modes that can be used based on the connection relationship of the individual power sources are not excluded, and the drive control may be performed in the other modes that can be used based on the connection relationship of the individual power sources. For example, the drive control may be performed in a mode in which the first motor generator is caused to generate electricity with the rotational driving of the engine in the cruise flight mode, or may also be performed in a mode in which the output of the engine is reduced without stopping the drive of the engine in the deceleration descent mode.

[0115] In addition, in the above embodiment, although the order of transition of the individual modes in the travel mode and the flight mode have been described, the order of the modes is not particularly limited, and the order thereof may be appropriately changed. For example, in the flight mode, after the drive control is performed in the order of the takeoff mode, the acceleration climb mode, and the cruise flight mode, the mode such as the deceleration descent mode, the cruise flight mode, or the acceleration climb mode may be appropriately used before the moving body reaches the descent start point.

[0116] Further, in the above embodiment, although the takeoff mode has been described as the mode in which both of the wheels 2 and the rotary vane 3 are rotationally driven, without rotationally driving the wheels 2, only the rotary vane 3 may be rotationally driven.

[0117] Furthermore, in the above embodiment, although the takeoff mode has been described as the mode in which both of the wheels 2 and the rotary vane 3 are rotationally driven by operating both of the travel operation section 11 and the flight operation section 12, both of the wheels 2 and the rotary vane 3 may be rotationally driven by operating only the flight operation section 12. For example, as shown in FIG. 18, the throttle lever as the flight operation section 12 is provided with a takeoff area T for causing the moving body 1 to take off. When the flight operation section 12 is moved to the takeoff area T, the flight operation section 12 transmits a takeoff signal indicating that a takeoff operation has been performed to the ECU 10. When the ECU 10 receives the takeoff signal, the ECU 10 may rotationally drive the rotary vane 3 using the engine 4 and the first motor generator 5, and may rotationally drive the wheels 2 using the second motor generator 6.

[0118] Moreover, without having the travel operation section and the flight operation section as two separate operation sections, the ground travel and the flight may be performed by one operation section, and may also be performed by two or more operation sections. [0119] Additionally, in the above embodiment, although the description has been given on the assumption that the various operations of the moving body 1 are performed through the control of the ECU 10, a part of the operations may also be performed through a manual operation by the operator or the like.

[0120] In addition,, in the above embodiment, although the description has been given on the assumption that the wing is attached to the moving body 1 in order to generate lift in the moving body 1, in the case where the lift can be generated in the moving body 1 by the engine 4, it is not necessary to attach such a wing to the moving body 1.

Claims

CLAIMS:

1. A moving body capable of traveling on the ground and flying, the moving body comprising:

a wheel for ground travel;

a rotary vane configured to generate propulsion for flight;

an engine connected to the rotary vane, the engine being configured to rotationally drive the rotary vane;

a first motor generator connected to the rotary vane and the engine, the first motor generator being configured to rotationally drive the rotary vane and generate electricity with rotation of at least one of the rotary vane or the engine;

a second motor generator connected to the wheel, the second motor generator being configured to rotationally drive the wheel and generate electricity with rotation of the wheel; and

a battery configured to supply electricity to the first motor generator and the second motor generator, the battery being configured to store the electricity generated by the first motor generator and the second motor generator.

2. The moving body according to claim 1, wherein

the second motor generator is configured to rotationally drive the wheel when the ground travel is performed,

the engine is configured to rotationally drive the first motor generator such that the first motor generator is caused to generate the electricity and the battery is thereby charged when a power storage amount of the battery is less than a threshold value, and

the engine and the first motor generator are configured to rotationally drive the rotary vane when takeoff is performed.

3. The moving body according to claim 2, wherein

the second motor generator is configured to rotationally drive the wheel when the takeoff is performed.

4. The moving body according to claim 3, wherein

the second motor generator is configured to stop the rotational driving of the wheel when presence of the moving body in the air is detected in a case where the takeoff is performed.

5. The moving body according to claim 4, wherein

the presence of the moving body in the air is detected based on an occurrence of spinning of the wheel.

6. The moving body according to claim 4, wherein

the presence of the moving body in the air is detected based on a decrease in a bearing load of the wheel.

7. The moving body according to any one of claims 1 to 6, wherein

a rated output of the engine is an output allowing cruise flight of the moving body only with the rotational driving of the rotary vane.

8. The moving body according to any one of claims 1 to 7, wherein

the engine and the first motor generator are configured to operate in an acceleration climb mode, a cruise flight mode, or a deceleration descent mode during the flight,

the engine and the first motor generator are configured to rotationally drive the rotary vane in the acceleration climb mode,

the engine is configured to rotationally drive the rotary vane in the cruise flight mode, and

the first motor generator is configured to generate the electricity with the rotation of the rotary vane in the deceleration descent mode.

9. The moving body according to claim 8, wherein

The engine is rotated at a rated speed in the acceleration climb mode and the cruise flight mode.

10. The moving body according to any one of claims 1 to 9, wherein

the first motor generator is configured to rotaiionaiiy drive the rotary vane when the engine has failed during the flight.