Abnormality diagnosis system

Abstract

An abnormality diagnosis system (120) performs an abnormality diagnosis of an electric drive system (10) that drives an electric motor (11) mounted on a mobile body (20) and used for movement of the mobile body, the abnormality diagnosis system including: an information acquisition section (121) that acquires motor output-associated information associated with an output state of the electric motor; an output state determination section (122) that determines whether the output state of the electric motor is in a low output state in which movement of the mobile body is not assisted, using the motor output-associated information; and a diagnosis execution section (123) that performs the abnormality diagnosis of the electric drive system when it is determined that the output state is in the low output state.

Description

[0001] Citation of relevant applications

[0002] This application is based on Japanese Patent Application No. 2020-40584, filed on March 10, 2020, the contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to an anomaly diagnosis system for diagnosing anomalies in an electric drive system. Background Technology

[0004] In recent years, with the electrification of mobile bodies such as aircraft, vehicles, and ships, electric drive systems (EDS) that drive electric motors have been used in conjunction with these mobile bodies. For example, electric drive systems with electric motors and inverter circuits are sometimes installed to drive the rotation of rotors in electric aircraft such as eVTOLs (electric vertical take-off and landing aircraft), propellers in ships, and wheels in vehicles or trams. In such electric drive systems, as in the past, it is desirable to perform fault diagnosis, such as the fault diagnosis of the electric motor described in Patent Document 1. In Patent Document 1, the occurrence of faults is detected while the electric motor or inverter circuit is operating, and the location of the fault is determined.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2005-49178 Summary of the Invention

[0008] In Patent Document 1, an electric drive system including a motor or inverter circuit detects abnormalities during operation. However, there may be abnormalities that are difficult to detect while the electric drive system is operating. For example, in an electric drive system that includes sensors that detect the torque, speed, etc., of the motor, it is difficult to detect abnormal offset of these sensors during operation. Furthermore, the normality verification test of the safety mechanism (fail-safe) cannot be performed if specific conditions corresponding to the occurrence of an abnormality are not met. Moreover, if these conditions are intentionally met during operation of the electric drive system, there is a problem that the impact on the movement of the moving body is very large. Such problems are not limited to electric drive systems with motors; they are also common in electric drive systems without motors or in structures where the motor is separate from the motor. Therefore, a technique is desired that can suppress the impact on the movement of the moving body and perform abnormality diagnosis of the electric drive system.

[0009] As one aspect of this disclosure, an anomaly diagnosis system is provided for diagnosing anomalies in an electric drive system that drives an electric motor mounted on a moving body and used for moving the moving body. The anomaly diagnosis system includes: an information acquisition unit that acquires information associated with the output state of the electric motor, i.e., motor output association information; an output state determination unit that uses the motor output association information to determine whether the output state of the electric motor is a low output state that does not contribute to the movement of the moving body; and a diagnosis execution unit that performs anomaly diagnosis on the electric drive system when it is determined that the output state is low.

[0010] According to this abnormality diagnosis system, since abnormality diagnosis of the electric drive system is performed when the output state of the motor is determined to be a low output state that does not help the movement of the moving body, the influence on the movement of the moving body can be suppressed and abnormality diagnosis of the electric drive system can be performed.

[0011] This disclosure can also be implemented in various ways. For example, it can be implemented as a mobile body equipped with an electric drive system, an electric aircraft, a vehicle, a ship, a method for diagnosing abnormalities in an electric drive system, a computer program for implementing the above-described apparatus or method, a non-transitory storage medium storing the computer program, etc. Attached Figure Description

[0012] The above-mentioned objects, other objects, features, and advantages of this disclosure will become clearer with reference to the accompanying drawings and the following detailed description. The accompanying drawings are described below.

[0013] Figure 1 This is a top view schematically illustrating the structure of an electric aircraft employing an electric drive system as one embodiment of this disclosure.

[0014] Figure 2 This is a block diagram representing the functional structure of EDS.

[0015] Figure 3 It is an explanatory diagram showing the direction of movement, driving force, and working status of each motor corresponding to the type of movement of the fuselage.

[0016] Figure 4 This is a flowchart illustrating the steps of the anomaly diagnosis and processing in the first embodiment.

[0017] Figure 5 This is a flowchart illustrating the steps of handling the low output state in the first embodiment.

[0018] Figure 6 This is a flowchart illustrating the steps of the diagnostic sequence determination process in the first embodiment.

[0019] Figure 7 This is a flowchart illustrating the diagnostic processing steps in the first embodiment.

[0020] Figure 8 This is a flowchart illustrating the diagnostic processing steps in the first embodiment.

[0021] Figure 9 This is a flowchart illustrating the steps of handling the low output state in the second embodiment.

[0022] Figure 10 This is a flowchart illustrating the steps of handling the low output state in the third embodiment.

[0023] Figure 11 This is a flowchart illustrating the steps of handling the low output state in the fourth embodiment. Detailed Implementation

[0024] A. First implementation method:

[0025] A1. Device Structure:

[0026] Figure 1 The electric aircraft 20 shown is also known as eVTOL (electric Vertical Take-Off and Landing aircraft), which is a manned aircraft capable of taking off and landing in the vertical direction and propelling in the horizontal direction. The electric aircraft 20 includes: a fuselage 21; nine rotors 30; and nine electric drive systems 10 (hereinafter also referred to as "EDS (Electric Drive System) 10") configured corresponding to each rotor.

[0027] The fuselage 21 corresponds to the part of the electric aircraft 20 excluding the nine rotors 30 and EDS 10. The fuselage 21 includes the main body 22, the main wing 25, and the tail 28.

[0028] The main body 22 constitutes the trunk of the electric aircraft 20. The main body 22 has a structure that is symmetrical about the fuselage axis AX. In this embodiment, the "fuselage axis AX" refers to the axis passing through the center of gravity CM of the electric aircraft 20 and along the longitudinal direction of the electric aircraft 20. Furthermore, the "center of gravity CM" refers to the position of the center of gravity of the electric aircraft 20 with its empty weight (without passengers). A passenger compartment (not shown) is formed inside the main body 22.

[0029] The main wing 25 includes a right wing 26 and a left wing 27. The right wing 26 extends to the right from the main body 22. The left wing 27 extends to the left from the main body 22. A rotor 30 and an EDS 10 are respectively disposed on the right wing 26 and the left wing 27. The tail fin 28 is formed at the rear end of the main body 22.

[0030] Five of the nine rotor blades 30 are located at the center of the upper surface of the main body 22. These five rotor blades 30 primarily function as lift rotor blades 31a to 31e for generating lift from the fuselage 21. Lift rotor blade 31a is positioned corresponding to the center of gravity CM. Lift rotor blades 31b and 31c are positioned further forward than lift rotor blade 31a, symmetrically about the fuselage axis AX. Lift rotor blades 31d and 31e are positioned further rearward than lift rotor blade 31a, symmetrically about the fuselage axis AX. Two of the nine rotor blades 30 are located on the right wing 26 and the left wing 27. Specifically, a lift rotor blade 31f is located on the upper surface of the leading edge of the right wing 26, and a lift rotor blade 31g is located on the upper surface of the leading edge of the left wing 27.

[0031] Two of the nine rotor blades 30 are respectively located on the right wing 26 and the left wing 27, and mainly function as propulsion rotor blades 32a and 32b to obtain horizontal thrust from the fuselage 21. The propulsion rotor blade 32a located on the right wing 26 and the propulsion rotor blade 32b located on the left wing 27 are arranged in a position symmetrical to each other about the fuselage axis AX. Each rotor blade 30 is driven to rotate independently about its own axis of rotation (shaft 18 described later). Each rotor blade 30 has three blades arranged at equal angular intervals.

[0032] like Figure 2 As shown, EDS 10 includes a motor 11, an inverter circuit 12, a control unit 13, a voltage sensor 14, a current sensor 15, a rotation sensor 16, a storage device 17, and a shaft 18.

[0033] The motor 11 drives the rotating blade 30 to rotate via the shaft 18. In this embodiment, the motor 11 is a three-phase AC brushless motor, which rotates the shaft 18 according to the voltage and current supplied from the inverter circuit 12. Alternatively, the motor 11 can be any type of motor, such as an induction motor or a reluctance motor, as an alternative to the brushless motor.

[0034] The inverter circuit 12 includes power components such as IGBTs (Insulated Gate Bipolar Transistors) and MOSFETs (Metal-Oxide-Semiconductor Field-Effect Transistors), which switch according to a duty cycle corresponding to the control signal supplied from the control unit 13, thereby supplying drive power to the motor 11. The control unit 13 is electrically connected to the flight control device 100 (described later) and supplies control signals to the inverter circuit 12 according to instructions from the flight control device 100.

[0035] The control unit 13 controls the EDS 10 as a whole. Specifically, the control unit 13 generates a drive signal based on instructions from the integrated control unit 110 (described later) and supplies the drive signal to the inverter circuit 12. Furthermore, the control unit 13 uses the detection values ​​from each of the sensors 14-16 to perform feedback control on the inverter circuit 12. In this embodiment, the control unit 13 is configured as a microcomputer with a CPU, ROM, and RAM.

[0036] Voltage sensor 14 detects the voltage supplied from power supply 70 (described later). Current sensor 15 is disposed between inverter circuit 12 and motor 11 to detect the drive current (phase current) of each phase of motor 11. Rotation sensor 16 detects the rotational speed of motor 11. The detection values ​​of voltage sensor 14, current sensor 15, and rotation sensor 16 are stored in storage device 17 in time sequence and output to flight control device 100 via control unit 13. In addition to various control programs and detection values ​​of various sensors, storage device 17 also records the results of diagnostic processing (described later) and the history of abnormal diagnostic results performed by the user (hereinafter referred to as "diagnostic history").

[0037] As control modes for EDS 10, the following modes are preset: start mode, run mode, end mode, standby mode, abnormal mode, and abnormal diagnosis mode. Start mode is the operating mode immediately after power is turned on, performing normality checks on sensors 14-16, etc. Run mode is the operating mode for driving motor 11. Run mode also includes a power-saving mode (Japanese: パワーセーブモード) that limits the output of motor 11. End mode is the operating mode when the power to EDS 10 is turned off. Standby mode is the operating mode where the power is turned on, waiting for a drive instruction but not driving motor 11. Abnormal mode is the operating mode after EDS 10 is diagnosed as abnormal. Abnormal diagnosis mode is the operating mode used to diagnose the operation of EDS 10. Unlike the abnormal diagnosis processing described later, it is the operating mode set when the user manually confirms the operation of EDS 10. These control modes are set according to instructions from the integrated control unit 110 or manually by the user. Furthermore, these operating modes can be set repeatedly. For example, in the event of a temperature anomaly where the temperature of the EDS 10 exceeds the threshold temperature, an anomaly mode can be set, and a power-saving mode can also be set.

[0038] like Figure 2 As shown, the electric aircraft 20 is equipped with various components for controlling each EDS 10 or performing anomaly diagnosis on each EDS 10. Specifically, the electric aircraft 20 includes a flight control unit 100, a sensor group 40, a user interface unit 50 (referred to as "UI unit" 50), a communication device 60, and a power supply 70.

[0039] The flight control unit 100 controls the electric aircraft 20 as a whole. The flight control unit 100 is configured as a computer with a CPU, RAM, and ROM. The CPU of the flight control unit 100 functions as the integrated control unit 110 and the anomaly diagnosis system 120 by unfolding and executing the control program pre-stored in the ROM in the RAM.

[0040] The integrated control unit 110 sets the propulsion mode of the electric aircraft 20 according to the flight procedure or passenger input. Three propulsion modes are pre-prepared for the electric aircraft 20: a first propulsion mode, a second propulsion mode, and a third propulsion mode. The first propulsion mode achieves vertical ascent and descent of the electric aircraft 20 by driving the electric motor 11. The second propulsion mode achieves horizontal propulsion of the electric aircraft 20 by driving the electric motor 11. The third propulsion mode does not achieve either ascent, descent, or propulsion. The propulsion mode can be set individually, or the first and second propulsion modes can be set in combination.

[0041] like Figure 3As shown, for example, during flight procedures, when performing "takeoff and landing" as a fuselage movement, the fuselage moves in a vertical direction. At this time, the integrated control unit 110 sets the drive mode of the electric aircraft 20 to the first drive mode. Furthermore, at this time, the integrated control unit 110 instructs the EDS 10 corresponding to the takeoff rotors 31a-31g to drive the electric motor 11, and instructs the EDS 10 corresponding to the propulsion rotors 32a-32b not to drive the electric motor 11. As a result, the electric motor 11 (hereinafter also referred to as the "takeoff electric motor") corresponding to the takeoff rotors 31a-31g operates, while the electric motor 11 (hereinafter also referred to as the "propulsion electric motor") corresponding to the propulsion rotors 32a-32b stops.

[0042] Furthermore, when performing "horizontal movement A" as a fuselage movement, the fuselage moves in both vertical and horizontal directions. At this time, the integrated control unit 110 sets the drive mode of the electric aircraft 20 to a combination of a first drive mode and a second drive mode. "Horizontal movement A" includes movements that move horizontally and ascend, movements that move horizontally and maintain altitude, and movements that move horizontally and descend. For example, since the horizontal speed of the electric aircraft 20 is relatively low, buoyancy generated by the drive of the electric motor 11 is required to maintain altitude, including the operation of the lift-up electric motor. At this time, the integrated control unit 110 instructs all EDS 10 corresponding to the lift-up rotors 31a-31g and the propulsion rotors 32a-32b to drive the electric motor 11. As a result, both the lift-up electric motor and the propulsion electric motor operate.

[0043] Furthermore, the "horizontal movement B" as a fuselage movement differs from the aforementioned horizontal movement A only in that it stops the lift-up motor. That is, the integrated control unit 110 sets the drive mode of the electric aircraft 20 to only the second drive mode. Similar to horizontal movement A, "horizontal movement B" includes movements that move horizontally and rise, movements that move horizontally and maintain altitude, and movements that move horizontally and descend. For example, it includes movements that can move horizontally without the buoyancy generated by the motor 11 due to the high speed of the electric aircraft 20, or gliding movements, and movements that descend naturally and move horizontally without maintaining altitude. During such movements, the integrated control unit 110 instructs the EDS 10 corresponding to the lift-up rotors 31a to 31g not to drive the motor 11, and instructs the EDS 10 corresponding to the propulsion rotors 32a to 32b to drive the motor 11. As a result, the lift-up motor stops, and the propulsion motor operates.

[0044] Furthermore, when performing "hovering" as a fuselage movement, there is no direction of fuselage movement. At this time, similar to takeoff and landing, the integrated control unit 110 sets the drive mode of the electric aircraft 20 to only the first drive mode, instructing the EDS 10 corresponding to the takeoff rotors 31a-31g to drive the electric motor 11, and instructing the EDS 10 corresponding to the propulsion rotors 32a-32b not to drive the electric motor 11. As a result, the takeoff motor operates, and the propulsion motor stops.

[0045] Furthermore, when performing "ground standby" as part of the aircraft's movement, there is naturally no direction of movement for the aircraft. At this time, the integrated control unit 110 sets the drive mode of the electric aircraft 20 to the third drive mode and instructs all EDS 10 not to drive the electric motor 11. As a result, both the buoyancy motor and the propulsion motor stop.

[0046] Here, the commands sent from the integrated control unit 110 to each EDS 10 include the target torque and target speed of the motor 11 as command values. When each EDS 10 receives this command value from the integrated control unit 110, the control unit 13 sets the control mode of the EDS 10 and outputs a control signal to the inverter circuit 12 to make the output torque and speed of the motor 11 approach the target torque and target speed. At this time, the control unit 13 uses the detection values ​​of each sensor 14, 15, 16 and a torque sensor (not shown) for feedback control to control the inverter circuit 12.

[0047] The anomaly diagnosis system 120 performs anomaly diagnosis (hereinafter referred to as "anomaly diagnosis") on each EDS 10 by executing the anomaly diagnosis processing described later. The anomaly diagnosis system 120 functions as an information acquisition unit 121, an output state determination unit 122, a diagnosis execution unit 123, and a rework predetermined period determination unit 124. The information acquisition unit 121 acquires motor output-related information. Motor output-related information refers to information associated with the output of the motor 11. In this embodiment, motor output-related information refers to the driving force mode of the electric aircraft 20. As described above, the driving force mode (first driving mode to third driving mode) of the electric aircraft 20 is related to the output of the motor 11, therefore, this mode can be said to be information associated with the output of the motor 11. The output state determination unit 122 determines whether the output state of each motor 11 is a low output state. In this embodiment, "low output state" refers to a state in which the output of the motor 11 does not contribute to the movement of the electric aircraft 20, such as take-off, landing, or propulsion. Therefore, for example, it is not limited to the case where the output (torque and speed) of the motor 11 is zero, but may also include cases greater than zero. The diagnostic execution unit 123 determines whether each EDS 10 is abnormal or normal by performing the diagnostic processing described later. The rework predetermined period determination unit 124 determines the predetermined period (referred to as the "rework predetermined period") during which the motor 11, which is scheduled to be in a low output state, will no longer be in a low output state, that is, the predetermined period during which output that helps the movement of the electric aircraft 20 will begin. The method for determining the rework predetermined period will be described in detail later.

[0048] Sensor group 40 includes an altitude sensor 41, a position sensor 42, a velocity sensor 43, and an attitude sensor 44. The altitude sensor 41 detects the current altitude of the electric aircraft 20. The position sensor 42 determines the current position of the electric aircraft 20 as latitude and longitude. In this embodiment, the position sensor 42 is composed of a GNSS (Global Navigation Satellite System). For example, GPS (Global Positioning System) can also be used as the GNSS. The velocity sensor 43 detects the velocity of the electric aircraft 20. The attitude sensor 44 detects the attitude of the fuselage 21. In this embodiment, the attitude sensor 44 includes multiple accelerometers composed of triaxial sensors, which determine the tilt and roll directions of the fuselage 21.

[0049] The UI unit 50 provides passengers of the electric aircraft 20 with a user interface for controlling the electric aircraft 20 and monitoring its operational status. The user interface may include, for example, an input section such as a keyboard and buttons, or a display section such as an LCD panel. The UI unit 50 is, for example, located in the cockpit of the electric aircraft 20. Flight attendants can use the UI unit 50 to change the operational mode of the electric aircraft 20 and to conduct operational tests on each EDS 10.

[0050] The communication device 60 communicates with other electric aircraft, ground control towers, etc. The communication device 60 may be, for example, a civilian VHF wireless device. In addition to civilian VHF, the communication device 60 may also be configured to perform wireless LAN as defined in IEEE 802.11, wired LAN as defined in IEEE 802.3, etc. The power supply 70 is composed of a lithium-ion battery and functions as one of the power supply sources for the electric aircraft 20. The power supply 70 supplies three-phase AC power to the motor 11 via the inverter circuit 12 of each EDS 10. Alternatively, the power supply 70 may be composed of any secondary battery, such as a nickel-metal hydride battery, instead of a lithium-ion battery. It may also be composed of any power supply source, such as a fuel cell or a generator, instead of a secondary battery.

[0051] A2. Abnormal Diagnosis and Handling:

[0052] Figure 4 The anomaly diagnosis process shown is a process for determining whether each EDS 10 is abnormal or normal. The anomaly diagnosis system 120 performs the anomaly diagnosis process when the flight control unit 100 is powered on.

[0053] The information acquisition unit 121 and the output status determination unit 122 perform a determination of whether each EDS 10 is in a low output state (hereinafter referred to as "low output state determination") (step S105). Figure 5 As shown, the information acquisition unit 121 determines the driving force mode of the electric aircraft 20 (step S205). As described above, in this embodiment, the motor output associated information is the operating mode of the electric aircraft 20. The information acquisition unit 121 acquires the driving force mode of the electric aircraft 20 by querying the integrated control unit 110.

[0054] The output state determination unit 122 determines whether the determined mode is the third drive mode, that is, whether the electric aircraft 20 does not achieve takeoff and landing or propulsion (step S210). If it is determined to be the third drive mode (step S210: Yes), the output state determination unit 122 determines that each motor 11 is in a low output state (step S215). This is because when the electric aircraft 20 operates in the third operation mode, each motor 11 stops.

[0055] If it is determined that it is not the third drive mode (step S210: no), the output state determination unit 122 determines whether the drive mode of the electric aircraft 20 is only the first drive mode (step S220).

[0056] If the driving force mode of the electric aircraft 20 is determined to be the first driving mode (step S220: Yes), the output state determination unit 122 determines that the motor 11 corresponding to the propulsion rotors 32a and 32b is in a low output state (step S230). As used previously Figure 3 As explained, the case of the first drive mode refers to the situation where the fuselage movement is "take-off and landing," and the propulsion rotors 32a and 32b are not driven, and their output does not contribute to the movement (lifting and lowering) of the electric aircraft 20. Therefore, in this embodiment, under these circumstances, the electric motor 11 (propulsion motor) corresponding to the propulsion rotors 32a and 32b is determined to be in a low output state.

[0057] If it is determined that the driving force mode of the electric aircraft 20 is not only the first operation mode (step S220: No), the output state determination unit 122 determines whether the driving force mode of the electric aircraft 20 is only the second operation mode (step S225).

[0058] If the driving force mode of the electric aircraft 20 is determined to be only the second driving mode (step S225: Yes), the output state determination unit 122 determines that the motor 11 corresponding to the lift-up rotor 31a-31g is in a low output state (step S235). As used previously Figure 3 As explained, the case of the second drive mode refers to the case where the fuselage movement is "horizontal movement B", and the lift-up rotors 31a to 31g are not driven, so their output does not contribute to the movement (horizontal propulsion) of the electric aircraft 20. Therefore, in this embodiment, in this case, the electric motor 11 (lift-up motor) corresponding to the lift-up rotors 31a to 31g is determined to be in a low output state.

[0059] If the driving mode of the electric aircraft 20 is determined to be not only the second driving mode (step S225: No), the output state determination unit 122 determines that each motor 11 is not in a low output state (step S240). In this case, the fuselage movement is... Figure 3 As shown in "Horizontal Movement A", all rotating blades 31 are driven. Therefore, in this case, it is determined that none of the motors 11 are in a low-output state. After the above steps S215, S230, S235 and S240 are completed, the following steps are executed: Figure 4The step S110 is shown.

[0060] Based on the result of step S105, the diagnostic execution unit 123 determines whether a motor 11 in a low-output state exists (step S110). If it is determined that no motor 11 in a low-output state exists (step S110: No), the process returns to step S105. Conversely, if it is determined that a motor 11 in a low-output state exists (step S110: Yes), the diagnostic execution unit 123 performs a diagnostic sequence determination process (step S115). The diagnostic sequence determination process determines the order in which abnormality diagnoses are performed.

[0061] like Figure 6 As shown, the diagnostic execution unit 123 determines whether there are multiple motors 11 in the low output state (step S305). If it is determined that there are not multiple motors 11 in the low output state (step S305: No), since only the single motor 11 is the diagnostic target, the diagnostic order is not determined, and the diagnostic order determination process ends.

[0062] When multiple motors 11 are determined to be in a low-output state (step S305: Yes), the restart timing determination unit 124 determines the restart timing for each motor 11 in the low-output state (step S310). In this embodiment, the restart timing determination unit 124 determines the restart timing based on a pre-set flight procedure. For example, when the electric aircraft 20 is advancing in the horizontal direction and the motors 11 in the lift-up rotors 30a to 30e are in a low-output state, the predetermined timing for the electric aircraft 20 to perform an ascent or descent maneuver is determined based on the flight procedure, and this predetermined timing is set as the restart timing for the lift-up rotors 30a to 30e. Furthermore, for example, even when the electric aircraft 20 is in start-up mode and all motors 11 are determined to be in a low-output state, the predetermined timing for the electric aircraft 20 to perform an ascent maneuver is determined based on the flight procedure, and this predetermined timing is set as the restart timing for the lift-up rotors 30a to 30e.

[0063] The diagnostic execution unit 123 assigns a higher priority value to the EDS 10 of the motor 11 with an earlier scheduled rework time (step S315). This is to increase the likelihood of detecting abnormalities before rework by performing abnormality diagnosis on the EDS 10 with an earlier scheduled rework time earlier. Additionally, this is to suppress the possibility that abnormality diagnosis has not ended during rework. Furthermore, the priority values ​​assigned in step S315 and the following steps S320 to S330 are set to values ​​that are independent of each other.

[0064] The diagnostic execution unit 123 assigns a higher priority value to the EDS 10 corresponding to the lift-up rotors 31a-31g than to the EDS 10 corresponding to the propulsion rotors 32a-32b (step S320). For example, if all motors 11 are determined to be in a low-output state and the flight procedure indicates that all motors 11 are scheduled to resume operation soon, the EDS 10 corresponding to the lift-up rotors 31a-31g is assigned a higher priority than the EDS 10 corresponding to the propulsion rotors 32a-32b. Even if an anomaly occurs in the EDS 10 corresponding to the propulsion rotors 32a-32b during the flight of the electric aircraft 20, it will not directly cause the electric aircraft 20 to fall. In contrast, if an anomaly occurs in the EDS 10 corresponding to the lift-up rotors 31a-31g, the probability of the electric aircraft 20 falling increases. Therefore, the impact of an anomaly in EDS 10 corresponding to the levitation rotors 31a-31g is greater than the impact of an anomaly in EDS 10 corresponding to the propulsion rotors 32a-32b. Therefore, in this embodiment, by focusing on EDS 10 corresponding to the levitation rotors 31a-31g and performing anomaly diagnosis earlier than on EDS 10 corresponding to the propulsion rotors 32a-32b, the likelihood of detecting anomalies in EDS 10 corresponding to the levitation rotors 31a-31g, which have a greater impact than the anomaly at the time of occurrence, before resuming operation is increased.

[0065] The diagnostic execution unit 123 assigns a higher priority value to the EDS 10 corresponding to the rotor 30 located away from the center of gravity position CM among the EDS 10 corresponding to the levitation rotors 31a to 31g (step S325). For example, when determined to be Figure 1 When the lift-up rotors 31b and 31f are in a low-output state, the EDS 10 corresponding to the lift-up rotor 31f, which is farther from the center of gravity CM, is assigned a higher priority value than the EDS 10 corresponding to the lift-up rotor 31b. Anomalies in the rotor 30 (lift-up rotor) farther from the center of gravity CM have a greater impact on the attitude and flight stability of the electric aircraft 20 compared to anomalies in the rotor 30 (lift-up rotor) closer to the center of gravity CM. Therefore, in this embodiment, by focusing on the EDS 10 corresponding to the rotor 30 (lift-up rotor) farther from the center of gravity CM and performing anomaly diagnosis earlier, the likelihood of detecting anomalies before resuming operation is increased.

[0066] like Figure 6As shown, the diagnostic execution unit 123 assigns a higher priority value to EDS 10 that has been judged as quasi-abnormal more frequently in the past diagnostic history (step S330). "Quasi-abnormal" refers to a state that is close to an abnormal state within the normal state, even if it is not diagnosed as abnormal. If an EDS 10 has been judged as quasi-abnormal more frequently, it is more likely to become an abnormal state later. Therefore, by targeting EDS 10, which are more likely to become abnormal, and performing abnormality diagnosis earlier, the likelihood of detecting abnormalities before resuming work is increased.

[0067] The diagnostic execution unit 123 adds up the priority values ​​assigned to each EDS 10 in steps S315 to S330 and calculates a total priority value (step S335). The diagnostic execution unit 123 determines the diagnostic order in such a way that the EDS 10 with the larger total priority value calculated in step S335 is diagnosed earlier (step S340). Furthermore, for EDS 10s with the same total accumulated value, the diagnostic order can be determined according to a predetermined order. After step S340, execution... Figure 4 The step S120 shown.

[0068] like Figure 4 As shown, the diagnostic execution unit 123 determines whether the diagnostic conditions are met (step S120). The "diagnostic conditions" are prerequisites for performing anomaly diagnosis. In this embodiment, the diagnostic condition is "the power supply 70's charge level is above a predetermined value." During anomaly diagnosis, power that does not contribute to the movement of the electric aircraft 20 is consumed. Therefore, in this embodiment, if the power supply 70's charge level is less than the predetermined value, anomaly diagnosis is not performed to avoid affecting the movement of the electric aircraft 20. The flight control device 100 receives the SOC value of the power supply 70 from an ECU (not shown) that detects the SOC (State of Charge) of the power supply 70. Then, the diagnostic execution unit 123 determines whether the diagnostic conditions are met based on the received SOC value. If the diagnostic conditions are not met (step S120: No), step S120 is executed again. That is, processing is delayed until the diagnostic conditions are met.

[0069] If the diagnostic conditions are met (step S120: Yes), the diagnostic execution unit 123 performs diagnostic processing (step S125). At this time, the diagnostic execution unit 123 performs diagnostic processing on the diagnostic target EDS 10 (hereinafter also referred to as "diagnostic target EDS 10") in the order determined in step S115.

[0070] like Figure 7As shown, the diagnostic execution unit 123 acquires the detection values ​​of each sensor 14-16 from the diagnostic target EDS 10 (step S405). The diagnostic execution unit 123 determines whether each detection value is above a predetermined threshold (step S410). If any detection value is determined to be above the threshold (step S410: Yes), as... Figure 8 As shown, the diagnostic execution unit 123 determines that the EDS 10 is abnormal (step S455). Since the motor 11 in the EDS 10 being diagnosed is in a low-output state, if the sensors 14-16, the control unit 13, the storage device 17, etc., are not abnormal, i.e., in a normal state, the values ​​of each sensor will be lower. In this way, the values ​​of each sensor 14-16 in a normal state can also be determined through experiments or simulations, and values ​​larger than these values ​​can be preset as the threshold in step S410 above.

[0071] like Figure 7 As shown, if it is determined that all detection values ​​of sensors 14-16 are not above (below) the threshold (step S410: No), the diagnostic execution unit 123 instructs the diagnostic target EDS 10 to check the resources such as ROM and RAM of the microcomputer constituting the control unit 13 (step S415). This check may include, for example, a normality check of write and read operations using verification. Since this is a high-load process, this check is performed when the motor 11 is in a low-output state and the processing load in the control unit 13 is low, excluding abnormal processing. The diagnostic execution unit 123 determines whether the check result in step S415 is acceptable (step S420). If it is determined that the check result is unacceptable (step S420: No), such as... Figure 8 As shown, after executing step S455 above, it is determined that EDS 10 is abnormal.

[0072] If the inspection result is deemed satisfactory (step S420: Yes), the diagnostic execution unit 123 instructs the diagnostic target EDS 10 to perform diagnostic power supply (step S425). Upon receiving this instruction, the control unit 13 performs diagnostic power supply on the motor 11 via the inverter circuit 12 in the diagnostic target EDS 10. Diagnostic power supply refers to powering the motor 11 for abnormality diagnosis. In this embodiment, as diagnostic power supply, the control unit 13 supplies a current to the motor 11 of a predetermined magnitude that suppresses any impact on the torque of the motor 11. Specifically, it mainly consists of a d-axis current that does not affect the torque, and a predetermined magnitude of a q-axis current below a predetermined value is supplied to the motor 11 as diagnostic power supply. Furthermore, a high-frequency pattern current can also be supplied as diagnostic power supply.

[0073] The diagnostic execution unit 123 acquires the detection values ​​of each sensor 14-16 from the diagnostic target EDS 10 (step S430). The detection values ​​obtained at this time correspond to the detection values ​​of each sensor 14-16 under the condition of energizing the motor 11 for diagnostic purposes. The diagnostic execution unit 123 determines whether the detection values ​​obtained in step S430 are normal values ​​(step S435). In this embodiment, the range of detection values ​​of each sensor 14-16 obtained under normal conditions when energizing for diagnostic purposes is predetermined through experiments, etc. The diagnostic execution unit 123 determines that if the detection value obtained in step S430 is within this range, it is a normal value; if it is outside this range, it is determined to be an abnormal value. When energizing for diagnostic purposes, if it is under normal conditions, the current and voltage values ​​are detected as relatively low values. Furthermore, when energizing for diagnostic purposes, since the motor 11 does not rotate, the rotational speed is zero.

[0074] If the detected value is determined to be abnormal (step S435: No), step S455 is executed. Conversely, if the detected value is determined to be normal (step S435: Yes), the diagnostic execution unit 123 performs fail-safe function diagnosis (step S440). Fail-safe function diagnosis refers to the diagnosis of the normality of the fail-safe function. In this embodiment, the fail-safe function refers to the function of suppressing the rotation of the motor 11 by making the current supplied to the motor 11 zero in the event of an abnormality in the terminal voltage (power supply voltage) of the power supply 70, a switching fault in the inverter circuit 12, etc. An abnormality in the terminal voltage of the power supply 70 can be detected as an abnormality in the voltage supplied to the inverter circuit 12. In addition, in the event of a switching fault in the inverter circuit 12, an abnormality in the phase current can be detected. The control unit 13 detects whether these abnormalities exist, and if an abnormality is detected, controls the inverter circuit 12 to stop supplying current to the motor 11 to realize the fail-safe function. Then, in step S440, the diagnostic execution unit 123 outputs a pseudo-abnormal signal, such as an abnormal voltage value or an abnormal current value, to the control unit 13, thereby simulating an abnormal state. By determining whether the current supplied to the motor 11 stops under this abnormal state, the normality of the fail-safe function can be diagnosed. In addition, the circuit structure for outputting the pseudo-abnormal signal and the specific diagnostic method can also use known structures, such as the structure described in Japanese Patent Application Publication No. 2018-26953.

[0075] like Figure 8As shown, the diagnostic execution unit 123 determines the result of the fail-safe function diagnosis and whether the fail-safe function is qualified (step S445). If the fail-safe function is determined to be unqualified (step S445: No), step S455 is executed, and the EDS 10 is determined to be abnormal. Conversely, if the fail-safe function is determined to be qualified (step S445: Yes), the EDS 10 is determined to be normal (step S450).

[0076] After step S450 or S455 is completed, the diagnostic execution unit 123 determines whether the diagnosis is complete for all diagnostic targets EDS 10, i.e., all EDS 10 determined to be in a low output state (step S460). If it is determined that the diagnosis for all diagnostic targets EDS 10 has not been completed (step S460: No), the process returns to step S405. Furthermore, in this case, the diagnosis is performed on the next EDS 10 in sequence. On the other hand, if it is determined that the diagnosis for all diagnostic targets EDS 10 has been completed (step S460: Yes), as... Figure 4 As shown, the process returns to step S105.

[0077] The judgment results of steps S450 and S455 are recorded as history in the flight control device 100. Furthermore, in this embodiment, the judgment results are displayed in the UI unit 50. Therefore, the user can use the UI unit 50 to confirm whether each EDS 10 is in an abnormal state. Additionally, for EDS 10 judged to be in an abnormal state, if it can be restored to a normal state, automatic recovery processing can be performed. For example, in... Figure 7 In step S410, if the detected value is above the threshold, the sensor offset (zero point) adjustment can also be performed automatically. Additionally, in step S435, if the EDS 10 determines that the detected value is not normal, the sensor gain adjustment can also be performed automatically.

[0078] According to the first embodiment of the above-described abnormality diagnosis system 120, since the abnormality diagnosis of EDS 10 is performed when the output state of the motor 11 is determined to be a low output state that does not help the movement of the electric aircraft 20, the abnormality diagnosis of EDS 10 can be suppressed and the influence on the movement of the electric aircraft 20 can be suppressed.

[0079] Furthermore, since the abnormality diagnosis is performed on the EDS 10 that drives the multiple motors 11 and is determined to be in a low output state, the impact caused by the abnormality diagnosis on the EDS 10 that drives the multiple motors 11 and is determined not to be in a low output state can be suppressed, and the impact on the movement of the electric aircraft 20 can be further suppressed.

[0080] Furthermore, when the driving mode of the electric aircraft 20 is the third drive mode, which does not achieve vertical take-off and landing or horizontal propulsion, it is determined that each motor 11 is in a low-output state. Therefore, anomaly diagnosis can be performed in this third drive mode. Thus, it is possible to suppress the impact of anomaly diagnosis on the vertical take-off and landing and horizontal propulsion of the electric aircraft 20.

[0081] Furthermore, when the electric aircraft 20's drive mode is only the first drive mode for achieving takeoff and landing, the output state of the motor 11 corresponding to the propulsion rotors 32a-32b is determined to be in a low output state. Therefore, anomaly diagnosis can be performed on the EDS 10 driving the motor 11, and the impact of this anomaly diagnosis on the takeoff and landing operation of the electric aircraft 20 can be suppressed. Similarly, when the electric aircraft 20's drive mode is only the second drive mode for achieving horizontal propulsion, the output state of the motor 11 corresponding to the lift-off rotors 31a-31g is determined to be in a low output state. Therefore, anomaly diagnosis can be performed on the EDS 10 driving the motor 11, and the impact of this anomaly diagnosis on the horizontal propulsion operation of the electric aircraft 20 can be suppressed.

[0082] Furthermore, since the diagnostic execution unit 123 determines the execution order of abnormality diagnosis based on the scheduled restart time of each motor 11, the magnitude of the impact when the EDS 10 driving each motor 11 is abnormal, and the history of abnormality diagnosis of the EDS 10 driving each motor 11, it is possible to perform abnormality diagnosis earlier for EDS 10 that requires earlier abnormality diagnosis, and to appropriately determine the execution order of abnormality diagnosis.

[0083] In addition, the diagnostic execution unit 123 performs abnormality diagnosis on the EDS 10 of the motor 11 with an earlier scheduled restart time than the EDS 10 of the motor 11 with a later scheduled restart time. Therefore, it is possible to suppress the impact of abnormality diagnosis on the movement of the electric aircraft 20 during restart.

[0084] Furthermore, since the diagnostic execution unit 123 performs abnormality diagnosis on the EDS 10 corresponding to the take-off rotors 31a to 31g in an earlier order than the EDS 10 corresponding to the propulsion rotors 32a to 32b, it is possible to suppress the impact of abnormality diagnosis on the take-off and landing operations of the electric aircraft 20.

[0085] Furthermore, since the EDS 10 corresponding to the takeoff rotor, which is located at a relatively long distance from the center of gravity CM, is diagnosed earlier than the EDS 10 corresponding to the takeoff rotor, which is located at a relatively short distance from the center of gravity CM, the abnormality diagnosis can be performed earlier on the EDS 10, which is located at a relatively long distance from the center of gravity CM and whose abnormality diagnosis has a greater impact on the electric aircraft 20. This can further suppress the impact of abnormality diagnosis on the takeoff and landing operations of the electric aircraft 20.

[0086] Furthermore, since the diagnostic execution unit 123 energizes the motor 11 to perform anomaly diagnosis on the EDS 10, the object of the anomaly diagnosis, by energizing the motor 11 in such a way that the output of the motor 11 is not helpful to the movement of the electric aircraft 20, it is possible to perform anomaly diagnosis based on energizing the motor 11 without affecting the movement of the electric aircraft 20.

[0087] B. Second implementation method:

[0088] The structure of the electric aircraft 20 in the second embodiment is the same as that in the first embodiment; therefore, the same symbols are used to label the same components and their detailed descriptions are omitted. The anomaly diagnosis processing in the second embodiment differs from that in the first embodiment in the detailed steps of the low-output state determination processing, but the other steps are the same as in the first embodiment.

[0089] like Figure 9As shown, in the low output state determination process of the second embodiment, the information acquisition unit 121 differs from that of the first embodiment in that it acquires and determines the control mode of each EDS 10 (step S205a). For example, the information acquisition unit 121 determines the control mode by querying each EDS 10. The output state determination unit 122 determines whether the determined control mode is an operating mode (step S250). If it is determined to be an operating mode (step S250: Yes), the output state determination unit 122 determines that the motor 11 is not in a low output state (step S255). Conversely, if it is determined not to be an operating mode (step S250: No), the output state determination unit 122 determines that the motor 11 is in a low output state (step S260). In the second embodiment, the control mode of the EDS 10 corresponds to the motor output association information of this disclosure.

[0090] The anomaly diagnosis system 120 of the second embodiment described above has the same effects as the anomaly diagnosis system 120 of the first embodiment. Furthermore, since low-output state determination processing can be performed with simple processing, the processing time required can be shortened, and the processing load can be reduced.

[0091] C. Third implementation method:

[0092] The structure of the electric aircraft 20 in the third embodiment is the same as that in the first embodiment; therefore, the same symbols are used to mark the same components and their detailed descriptions are omitted. The anomaly diagnosis process in the third embodiment differs from that in the first embodiment in the detailed steps of the low-output state determination process, but the other steps are the same as in the first embodiment.

[0093] like Figure 10 As shown, in the low output state determination process of the third embodiment, the information acquisition unit 121 acquires the instruction output value sent from the integrated control unit 110 to each EDS 10, and the output state determination unit 122 determines whether the instruction output value is below a threshold (step S505). The threshold in step S505 is set to the maximum value of the instruction value when the motor 11 is driven, so that the output state of the motor 11 becomes a low output state. As the command value used by the control unit 13 to control the motor 11, this threshold is predetermined through experiments, etc., so that it is predetermined to be a low output state, that is, a state in which the output of the motor 11 does not help the movement of the electric aircraft 20, such as ascent, descent, or propulsion. Therefore, in other words, step S505 is equivalent to acquiring the drive command sent from the integrated control unit 110 to each EDS 10, and determining whether the acquired drive command is an instruction to drive the motor 11 to make the output state of the motor 11 a low output state.

[0094] If the output value is determined to be below the threshold (step S505: Yes), the output state determination unit 122 determines that the EDS 10 is in a low output state (step S530). Conversely, if the output value is determined not to be below the threshold (step S505: No), the information acquisition unit 121 acquires the phase current value, motor speed, and motor rotation angle from each EDS 10 (step S510). The output state determination unit 122 determines whether all acquired phase current values ​​are below the threshold current value (step S515).

[0095] If it is determined that all the acquired phase currents are below the threshold current (step S515: Yes), step S530 is executed. On the other hand, if it is determined that at least one of the acquired phase currents is not below the threshold current (step S515: No), the output state determination unit 122 determines whether the acquired motor speed is below the threshold speed (step S520).

[0096] If it is determined that the acquired motor speed is below a threshold speed (step S520: Yes), step S530 is executed. On the other hand, if it is determined that the acquired motor speed is not below a threshold speed (step S520: No), the output state determination unit 122 determines whether the acquired rotation angle has been maintained within a predetermined angle range for a predetermined time or more (step S525). In this embodiment, each motor 11 is configured to stop at a predetermined rotation angle when transitioning from an operating mode to a standby mode or an end mode. This is to ensure that the blades constituting the rotor blade 30 stop at a predetermined position. The predetermined angle range of step S525 can also be set to include the angle range of the motor 11's rotation angle when the blade stops at the predetermined position. If the rotation angle of the motor 11 is maintained within this predetermined angle range for a predetermined time or more, the rotation of the motor 11 stops, and the electric aircraft 20 is more likely to be in a stationary state. In this embodiment, the predetermined time of step S525 is set to 5 seconds. However, it is not limited to 5 seconds and can be set to any time.

[0097] If it is determined that the rotation angle has maintained the specified angle range for a specified time or more (step S525: Yes), step S530 is executed. Conversely, if it is determined that the rotation angle has not maintained the specified angle range for a specified time or more (step S525: No), the output state determination unit 122 determines that the EDS 10 is not in a low output state (step S535). After step S530 or step S535, the low output state determination process ends. In the third embodiment, the indicated output value, motor current value, motor speed, and rotation angle of each EDS 10 are respectively equivalent to the motor output association information of this disclosure.

[0098] The anomaly diagnosis system 120 of the third embodiment described above has the same effects as the anomaly diagnosis system 120 of the first embodiment. In addition, when the drive command sent from the integrated control unit 110 is an indication to drive the motor 11 to make the output state a low output state, it is determined that it is in a low output state. Therefore, it is possible to determine whether it is in a low output state with high accuracy.

[0099] D. Fourth Implementation Method:

[0100] The structure of the electric aircraft 20 in the fourth embodiment is the same as that in the first embodiment; therefore, the same symbols are used to label the same components and their detailed descriptions are omitted. The anomaly diagnosis processing in the fourth embodiment differs from that in the first embodiment in the detailed steps of the low-output state determination processing, but the other steps are the same as in the first embodiment.

[0101] like Figure 11 As shown, in the low output state determination process of the fourth embodiment, the information acquisition unit 121 acquires the detection value of the altitude sensor 41, and the output state determination unit 122 determines whether the current flight altitude of the electric aircraft 20 is above a predetermined threshold altitude based on the acquired detection value (step S605). If it is determined that the flight altitude is above the predetermined threshold altitude (step S605: Yes), the output state determination unit 122 determines that the motor 11 corresponding to the lift-up rotors 31a to 31g is in a low output state (step S615). The threshold altitude in step S615 is preset to be slightly lower than the altitude at which the electric aircraft 20 normally flies. If the electric aircraft 20 reaches or exceeds this threshold altitude, it is no longer necessary for the electric aircraft 20 to ascend, and the lift-up rotors 31a to 31g are more likely to stop. Therefore, in this embodiment, in this case, it is determined that the motor 11 corresponding to the lift-up rotors 31a to 31g is in a low output state.

[0102] If the flight altitude is determined to be below the prescribed threshold altitude (step S605: No), the information acquisition unit 121 acquires the detection value of the speed sensor 43, and the output state determination unit 122 determines, based on the acquired detection value, whether the magnitude of the speed of the electric aircraft 20 in the altitude direction (vertical direction) is below the first threshold speed (step S610). If the magnitude of the speed in the altitude direction is determined to be below the first threshold speed (step S610: Yes), the above-mentioned step S615 is executed, and it is determined that the motor 11 corresponding to the lift-up rotor 31a to 31g is in a low output state. The first threshold speed in step S610 is the speed at which the electric aircraft 20 ascends in the vertical direction, and is determined and set in advance through experiments, etc. If the magnitude of the speed of the electric aircraft 20 in the altitude direction (vertical direction) is below the first threshold speed, the electric aircraft 20 is more likely to stop ascending. Therefore, in this embodiment, in this case, it is determined that the motor 11 corresponding to the lift-up rotor 31a to 31g is in a low output state.

[0103] If the magnitude of the velocity in the vertical direction is determined to be below the first threshold velocity (step S610: No), the output state determination unit 122 determines, based on the detection value obtained by the speed sensor 43, whether the magnitude of the horizontal velocity of the electric aircraft 20 is below the second threshold velocity (step S620). If the magnitude of the horizontal velocity is determined to be below the second threshold velocity (step S620: Yes), the output state determination unit 122 determines that the motor 11 corresponding to the propulsion rotors 32a and 32b is in a low output state (step S625). The second threshold velocity in step S620 is the minimum speed at which the electric aircraft 20 propels horizontally and is predetermined and set through experiments, etc. If the magnitude of the horizontal velocity is below the second threshold velocity, the electric aircraft 20 is more likely to ascend, descend, or maintain its position. Therefore, in this embodiment, in this case, it is determined that the motor 11 corresponding to the propulsion rotors 32a and 32b is in a low output state.

[0104] If the horizontal speed is determined to be below the second threshold speed (step S620: No), the output state determination unit 122 determines that all motors 11 are not in a low output state (step S630). After steps S615, S625, or S630, the low output state determination process ends. In the fourth embodiment, the flight altitude of the electric aircraft 20, the speed of the electric aircraft 20 in the altitude direction, and the horizontal speed of the electric aircraft 20 are respectively equivalent to the motor output association information of the present invention.

[0105] The anomaly diagnosis system 120 of the fourth embodiment described above has the same effects as the anomaly diagnosis system 120 of the first embodiment. Furthermore, when the flight altitude of the electric aircraft 20 is above a threshold altitude and the magnitude of the velocity in the altitude direction is below a first threshold velocity, it is determined that the motors 11 corresponding to the lift-up rotors 31a to 31g are in a low-output state, and the determination of whether the motors 11 corresponding to the lift-up rotors 31a to 31g are in a low-output state can be performed with high precision. Additionally, when it is determined that the magnitude of the velocity in the horizontal direction is below a second threshold velocity, it is determined that the motors 11 corresponding to the propulsion rotors 32a and 32b are in a low-output state; therefore, the determination of whether the motors 11 corresponding to the propulsion rotors 32a and 32b are in a low-output state can be performed with high precision.

[0106] E. Other implementation methods:

[0107] (E1) In each embodiment, the EDS 10 of the plurality of motors 11 that is determined to be in a low output state is used as the diagnostic target EDS, but this disclosure is not limited thereto. Alternatively, even if it is determined that one of the plurality of motors 11 is in a low output state, all EDS 10 may be used as diagnostic target EDS to perform diagnostic processing (step S125). With such a structure, the total time required for abnormal diagnosis can be shortened.

[0108] (E2) In each embodiment, when there are multiple diagnostic targets EDS 10, the diagnostic process is performed one by one according to the steps determined by the diagnostic order, but this disclosure is not limited to this. Diagnostics can also be performed on all diagnostic targets EDS 10 simultaneously. In this structure, the SOC condition of the power supply 70 can also be determined under the diagnostic conditions of step S120, provided that all nine EDS 10 are powered on for diagnostic purposes.

[0109] (E3) In the diagnosis order determination process of each embodiment, the priority for determining the diagnosis order is set from a total of four viewpoints (i) to (iv) below, but some of them may be omitted.

[0110] (i) Re-work scheduled period

[0111] (ii) Whether it is EDS 10 corresponding to the 31a-31g levitation rotor.

[0112] (iii) Distance from the center of gravity (CM)

[0113] (iv) Number of quasi-abnormal diagnostic results

[0114] For example, the priority of the diagnostic sequence can be set solely based on the scheduled rework period. Alternatively, in each embodiment, the priorities assigned by the four viewpoints are summed to obtain a total value, and the diagnostic sequence is determined based on this total value. However, instead of summing, the diagnostic sequence can also be determined based on the value obtained by multiplying the individual priority values. Alternatively, the highest priority value among the priority values ​​of each viewpoint and the average priority value can be compared with each other, and the diagnosis sequence can be set according to the larger value. Alternatively, a total value (priority value) can be obtained by summing the four viewpoints based on a weighted average.

[0115] Furthermore, among the four viewpoints (i) to (iv) above, (ii) and (iii) can be summarized as "giving greater priority to EDS 10s that have a greater impact when the EDS 10 is abnormal," and (iv) can be summarized as "giving greater priority to EDS 10s that are more likely to become abnormal based on their history of abnormal diagnosis." Therefore, if these viewpoints are included, the consideration is not limited to those (i) to (iv) above, and any other viewpoint can be used to set priorities.

[0116] Alternatively, priorities can be set using other perspectives besides those listed in (i) to (iv). For example, in a structure where each EDS 10 is redundant, if a portion of the redundant EDS 10 is abnormal or suspected of being abnormal, the normal EDS 10 constituting that redundancy can be given a higher priority (priority value) than the normal EDS 10 of all the redundant EDS 10s.

[0117] (E4) In the diagnostic processing of each embodiment, some of the following steps may be omitted: diagnosis based on sensor detection values ​​before power-on for diagnosis (step S410), resource check of control unit 13 (steps S415, S420), diagnosis based on sensor detection values ​​during power-on execution for diagnosis (step S435), and fault safety function diagnosis (step S440).

[0118] (E5) In various embodiments, the diagnostic condition is "the power supply 70 has a stored capacity of a specified value or higher", but this disclosure is not limited to this. Instead of the above condition, or in addition to the above condition, the following conditions (a) and (b) may also be used.

[0119] (a) "Electric aircraft 20 is not in takeoff or landing mode".

[0120] (b) "The attitude and rudder angle of electric aircraft 20 indicate that it is not in a turn."

[0121] In situations where conditions (a) and (b) above are not met—namely, when the electric aircraft 20 is in takeoff or landing or when the electric aircraft 20 is in a turn—the impact on the flight of the electric aircraft 20 is more likely to be relatively significant in the event of a diagnostic malfunction. Therefore, conditions that do not meet these conditions can also be set as diagnostic conditions.

[0122] (E6) In the diagnostic processing of each embodiment, as diagnostic power supply, the control unit 13 supplies a current to the motor 11 of a predetermined magnitude that can suppress the influence on the torque of the motor 11. However, it is also possible to supply a current to the motor 11 that is only slightly in line with the influence on the torque of the motor 11. In this structure, when the EDS 10 corresponding to the plurality of rotors 30 among the levitation rotors 31a to 31g is the diagnostic target EDS, some rotors 30 are rotated clockwise and the remaining rotors 30 are rotated counterclockwise, thereby setting the total lift to zero and suppressing the influence on the movement of the electric aircraft 20. In addition, when the EDS 10 corresponding to rotors 30 in symmetrical positions are the diagnostic target, these EDS 10 can also cause the motor 11 to rotate in opposite directions. In this structure, the influence on the movement of the electric aircraft 20 can also be suppressed. Furthermore, when the electric aircraft 20 is in a rotation, the rotation direction of the motor 11 can be controlled according to the rotation direction. For example, the motor 11 can be rotated to the left during the leftward rotation of the electric aircraft 20, and to the right during the rightward rotation of the electric aircraft 20. This configuration also helps to suppress any impact on the rotational movement of the electric aircraft 20.

[0123] (E7) In the fourth embodiment, the velocity in the vertical direction and the velocity in the horizontal direction are used to determine whether the motor is in a low-output state, but this disclosure is not limited to this. The acceleration in the vertical direction and the acceleration in the horizontal direction may also be used. For example, the motor 11 corresponding to the buoyancy rotors 31a to 31g may be determined to be in a low-output state if the acceleration in the vertical direction is less than or equal to a predetermined magnitude, or if the acceleration in the horizontal direction is only reduced by a predetermined magnitude. For example, the motor 11 corresponding to the buoyancy rotors 31a to 31g may be determined to be in a low-output state if the acceleration in the horizontal direction is greater than or equal to a predetermined magnitude, or if the acceleration in the horizontal direction is only increased by a predetermined magnitude.

[0124] (E8) In the first embodiment, the electric aircraft 20 is an aircraft with a fixed wing (main wing 25), but it can also be an aircraft with a cantilevered wing and a rotor 30 mounted on that wing. In this configuration, for example, in the case where either the right wing 26 or the left wing 27 of the first embodiment is cantilevered, Figure 1 In this state, rotors 31f and 31g function as levitation rotors, while rotors 32a and 32b function as propulsion rotors. Conversely, from... Figure 1 When the right wing 26 and left wing 27 are rotated 90 degrees, rotors 31f and 31g function as propulsion rotors, while rotors 32a and 32b function as lift rotors. In this structure, based on the tilt angles of the right wing 26 and left wing 27, it is possible to determine which rotor contributes to horizontal or vertical movement, and combine this with the operating mode to determine a low-output state. Specifically, when not in the first drive mode, i.e., only in the second or third drive mode, it can be determined that the motor 11 corresponding to the rotor that contributes to vertical movement is in a low-output state. Similarly, when not in the second drive mode, i.e., only in the first or third drive mode, it can be determined that the motor 11 corresponding to the rotor that contributes to horizontal movement is in a low-output state. The structure described above can also be applied to aircraft with tiltrotor rotors.

[0125] (E9) The motor output correlation information is the driving force mode of the electric aircraft 20 in the first embodiment, the control mode of the EDS 10 in the second embodiment, the indicated output value, motor current value, motor speed and rotation angle for each EDS 10 in the third embodiment, and the flight altitude, speed of the electric aircraft 20 in the altitude direction and speed of the electric aircraft 20 in the horizontal direction in the fourth embodiment. However, this disclosure is not limited to these. For example, the detection result of the attitude sensor 44 can also be used as the motor output correlation information. Specifically, if the detection result of the attitude sensor 44 deviates from the target attitude range, for example, if it deviates from the target angle range of the angle between the fuselage axis AX and the ground, it can be determined that all motors 11 are in a low output state. If the attitude of the electric aircraft 20 deviates from the target range, due to some kind of anomaly, the control mode of the EDS 10 becomes an abnormal mode, and there is a possibility that the output of the motors 11 will be limited. Alternatively, because the output of the motors 11 is low, there is a possibility that the attitude is unstable and deviates from the target range.

[0126] (E10) The structures of the anomaly diagnosis system 120, EDS 10, flight control device 100, etc., in each embodiment are only one example and can be modified in various ways. For example, the anomaly diagnosis system 120 is not limited to the electric aircraft 20, but can also be installed on any moving body such as an electric vehicle, train, or ship. In addition, the EDS 10 can also be configured without the electric motor 11. The integrated control unit 110 may not be installed on the electric aircraft 20, but may be composed of a server device such as a control tower set on the ground. In this structure, each EDS 10 and the anomaly diagnosis system 120 can also be controlled by communication via the communication device 60. In addition, for example, in each embodiment, a first drive mode to a third drive mode are prepared in advance as the driving force mode of the electric aircraft 20, but it is also possible not to prepare a third drive mode in advance. For example, in a configuration where "nothing is set" is allowed as the driving force for the electric aircraft 20, in step S210 of the low-output state determination process in the first embodiment, instead of determining whether "the determined mode is a third drive mode," it is also possible to determine whether "the determined mode does not include either the first drive mode or the second drive mode." Then, it is also possible to configure the process such that if it is determined that "the determined mode does not include either the first drive mode or the second drive mode," step S215 is executed; and if it is determined that "the determined mode includes either the first drive mode or the second drive mode," steps after step S220 are executed.

[0127] (E11) The integrated control unit 110, the anomaly diagnosis system 120, and their methods described in this disclosure can also be implemented using a dedicated computer comprising a processor and memory, wherein the processor is programmed to perform one or more functions embodied in a computer program. Alternatively, the integrated control unit 110, the anomaly diagnosis system 120, and their methods described in this disclosure can also be implemented using a dedicated computer comprising a processor composed of one or more dedicated hardware logic circuits. Alternatively, the integrated control unit 110, the anomaly diagnosis system 120, and their methods described in this disclosure can also be implemented using one or more dedicated computers comprising a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. Furthermore, the computer program can also be stored in a computer-readable non-transitory tangible storage medium as instructions executable by a computer.

[0128] This disclosure is not limited to the embodiments described above, and can be implemented through various structures without departing from the above-described spirit. For example, the technical features in each embodiment corresponding to the technical features described in the summary section can be appropriately replaced or combined to solve part or all of the above-described technical problems, or to achieve part or all of the above-described effects. Furthermore, the above-described technical features can be appropriately deleted unless they are described as essential structures in this specification.

Claims

1. An anomaly diagnosis system, wherein the anomaly diagnosis system performs anomaly diagnosis on an electric drive system, the electric drive system driving an electric motor installed on a moving body and used for movement of the moving body. The anomaly diagnosis system includes: Information acquisition unit, the information acquisition unit acquires information related to the output state of the motor, namely motor output related information; The output state determination unit uses the motor output association information to determine whether the output state of the motor is in a low output state that does not help the movement of the moving body; as well as The diagnostic execution unit performs anomaly diagnosis on the electric drive system when it determines that the system is in the low output state. The mobile body includes multiple electric drive systems. The output state determination section determines whether each of the multiple motors driven by the multiple electric drive systems is in the low output state. If it is determined that the output state of a portion of the multiple motors is in the low output state, the diagnostic execution unit performs the abnormality diagnosis on the electric drive system that drives the motors determined to be in the low output state.

2. An anomaly diagnosis system, wherein the anomaly diagnosis system performs anomaly diagnosis on an electric drive system, the electric drive system driving an electric motor installed on a moving body and used for the movement of the moving body. The anomaly diagnosis system includes: Information acquisition unit, the information acquisition unit acquires information related to the output state of the motor, namely motor output related information; The output state determination unit uses the motor output association information to determine whether the output state of the motor is in a low output state that does not help the movement of the moving body; as well as The diagnostic execution unit performs anomaly diagnosis on the electric drive system when it determines that the system is in the low output state. The moving body is an electric aircraft having a plurality of said electric motors, a plurality of said electric drive systems that drive the plurality of said electric motors, and a plurality of rotary wings that are driven by the plurality of said electric motors.

3. The anomaly diagnosis system as described in claim 2, characterized in that, The electric aircraft also has an integrated control unit that controls the multiple electric drive systems. The plurality of rotors includes at least two types of rotors: levitation rotors and propulsion rotors. The integrated control unit controls multiple electric drive systems to make the driving force mode of the electric aircraft at least one of multiple drive modes, including a first drive mode and a second drive mode. The first drive mode achieves vertical take-off and landing of the electric aircraft through the drive of the electric motor, and the second drive mode achieves horizontal propulsion of the electric aircraft through the drive of the electric motor. The information acquisition unit acquires the driving mode as the output association information of the motor. When the driving force mode is only the first driving mode, the output state determination unit determines that the output state of the motor corresponding to the propulsion rotor is the low output state; when the driving force mode is only the second driving mode, the output state of the motor corresponding to the levitation rotor is the low output state.

4. The anomaly diagnosis system as described in claim 3, characterized in that, If the driving force mode does not include either the first driving mode or the second driving mode, the output state determination unit determines that the multiple motors are respectively in the low output state.

5. An anomaly diagnosis system, wherein the anomaly diagnosis system performs anomaly diagnosis on an electric drive system, the electric drive system driving an electric motor installed on a moving body and used for movement of the moving body. The anomaly diagnosis system includes: Information acquisition unit, the information acquisition unit acquires information related to the output state of the motor, namely motor output related information; The output state determination unit uses the motor output association information to determine whether the output state of the motor is in a low output state that does not help the movement of the moving body; as well as The diagnostic execution unit performs anomaly diagnosis on the electric drive system when it determines that the system is in the low output state. The mobile body is an electric aircraft, which includes multiple electric motors, multiple electric drive systems that drive the multiple electric motors, multiple rotors that are rotated by the multiple electric motors, and an integrated control unit that controls the multiple electric drive systems. The information acquisition unit acquires drive commands sent from the integrated control unit to multiple electric drive systems, and uses these commands as associated information for the motor output. When the output state determination unit receives an instruction that the motor is driven in a manner that causes the output state to become the low output state, it determines that the motor is in the low output state.

6. The anomaly diagnosis system as described in any one of claims 1 to 5, characterized in that, The mobile body includes multiple electric drive systems. The output state determination section determines whether each of the multiple motors driven by the multiple electric drive systems is in the low output state. When there are multiple motors whose output states are determined to be in the low output state, the diagnostic execution unit simultaneously performs the abnormality diagnosis on multiple electric drive systems that drive the multiple motors.

7. The anomaly diagnosis system as described in any one of claims 1 to 5, characterized in that, The diagnostic execution unit energizes the motor in such a way that the output of the motor does not contribute to the movement of the moving body, thereby performing the abnormality diagnosis on the electric drive system of the object of the abnormality diagnosis.

8. An anomaly diagnosis system, wherein the anomaly diagnosis system performs anomaly diagnosis on an electric drive system, the electric drive system driving an electric motor installed on a moving body and used for movement of the moving body. The anomaly diagnosis system includes: Information acquisition unit, the information acquisition unit acquires information related to the output state of the motor, namely motor output related information; The output state determination unit uses the motor output association information to determine whether the output state of the motor is in a low output state that does not help the movement of the moving body; as well as The diagnostic execution unit performs anomaly diagnosis on the electric drive system when it determines that the system is in the low output state. The mobile body includes multiple electric drive systems. The output state determination section determines whether each of the multiple motors driven by the multiple electric drive systems is in the low output state. When there are multiple motors whose output states are determined to be in the low output state, the diagnostic execution unit determines the execution order of the abnormality diagnosis based on at least one of the following: the predetermined rework period for each motor to change from the low output state to a state that is helpful for the movement of the moving body; the magnitude of the impact when the electric drive system driving each motor is abnormal; and the history of abnormality diagnosis of the electric drive system driving each motor.

9. The anomaly diagnosis system as described in claim 8, characterized in that, The anomaly diagnosis system further includes a restart predetermined period determination unit, which determines the restart predetermined period for each of the plurality of motors whose output state is determined to be in the low output state. The diagnostic execution unit performs the anomaly diagnosis on the electric drive system that drives the motor with an earlier scheduled restart time, in an earlier order than on the electric drive system that drives the motor with a later scheduled restart time.

10. The anomaly diagnosis system as described in claim 8, characterized in that, The moving body is an electric aircraft, which has multiple electric motors, multiple electric drive systems that drive the multiple electric motors, and multiple rotary wings that are rotated by the multiple electric motors. The plurality of rotors includes at least two types of rotors: levitation rotors and propulsion rotors. The diagnostic execution unit performs the anomaly diagnosis on the electric drive system corresponding to the levitation rotor in an earlier order than on the electric drive system corresponding to the propulsion rotor.

11. The anomaly diagnosis system as described in claim 8, characterized in that, The moving body is an electric aircraft, which has multiple electric motors, multiple electric drive systems that drive the multiple electric motors, and multiple rotary wings that are rotated by the multiple electric motors. The plurality of rotors includes a plurality of levitation rotors. The diagnostic execution unit performs the anomaly diagnosis on the electric drive system corresponding to the levitation rotor at a position relatively longer from the fuselage center of gravity of the electric aircraft, in an order earlier than that of the electric drive system corresponding to the levitation rotor at a position relatively shorter from the fuselage center of gravity.

Images