Aircraft control device, aircraft control method, and recording medium

Abstract

The present application provides an aircraft control device, an aircraft control method, and a non-transitory computer-readable recording medium storing a program. The aircraft control device (56) has a determination section (66) that determines whether to limit supply of surplus power among power generated by a generator (42) to a battery (30) based on a remaining capacity of the battery (30), and a control section (62) that causes a motor (31A) to consume the surplus power by increasing a rotational speed of a rotor (18), i.e., a rotor rotational speed, and limits an increase in a body (12) caused by the increase in the rotor rotational speed by adjusting a rudder angle of an elevator (17) when the determination section determines to limit supply of the surplus power to the battery. Accordingly, it is possible to prevent a decrease in ride comfort and the like, and to appropriately suppress overcharging of the battery.

Description

Technical Field

[0001] This invention relates to an aircraft control device, an aircraft control method, and a non-transitory computer-readable recording medium storing a program. Background Technology

[0002] Japanese Patent Publication No. 2020-075649 discloses an aircraft comprising a gas turbine, a generator, a battery, and a motor. The generator is driven by the gas turbine. The electricity generated by the generator is stored in the battery. The motor is driven by the electricity supplied by the battery. When the battery is fully charged, the motor is supplied with electricity from the battery when the gas turbine is stopped. Summary of the Invention

[0003] The actual output power of a gas turbine is less responsive to the required output power. Even if the power required by the motor decreases sharply, the power generated by the generator driven by the gas turbine will not decrease sharply. Therefore, there is a concern that the battery may overcharge if the power required by the motor decreases sharply.

[0004] The purpose of this invention is to solve the above-mentioned technical problems.

[0005] An aircraft control device according to one aspect of the present invention controls an aircraft having a generator, a battery, a motor, a rotor, and an elevator, wherein the battery stores power supplied by the generator; the motor is driven by power supplied from at least one of the generator and the battery; the rotor is driven by the motor; and the elevator adjusts the pitch angle of the fuselage. The aircraft control device is characterized by having a determination unit and a control unit. The determination unit determines, based on the remaining capacity of the battery, whether to restrict the supply of remaining power from the generator to the battery. If the determination unit determines that the supply of the remaining power to the battery should be restricted, the control unit increases the rotor speed (i.e., rotor speed) to cause the motor to consume the remaining power. Furthermore, the control unit limits the rise of the fuselage caused by the increase in rotor speed by adjusting the elevator's rudder angle.

[0006] Another aspect of the present invention is an aircraft control method for controlling an aircraft having a generator, a battery, a motor, a rotor, and an elevator, wherein the battery stores electricity supplied by the generator; the motor is driven by electricity supplied from at least one of the generator and the battery; the rotor is driven by the motor; and the elevator adjusts the pitch angle of the fuselage. The aircraft control method is characterized by having: a determination step, which determines whether to restrict the supply of remaining electricity from the generator to the battery based on the remaining capacity of the battery; and a control step, in which, if the determination step determines that the supply of the remaining electricity to the battery should be restricted, the remaining electricity is consumed by the motor by increasing the rotor speed (i.e., rotor speed), and the rise of the fuselage caused by the increase in rotor speed is limited by adjusting the elevator's rudder angle.

[0007] Another aspect of the present invention is a non-transitory computer-readable recording medium storing a program, characterized in that the program is used to cause a computer to perform the following steps: a determination step, determining whether to restrict the supply of remaining power from the power generated by the generator to the battery based on the remaining capacity of the battery; and a control step, in which, if it is determined in the determination step that the supply of the remaining power to the battery should be restricted, the motor consumes the remaining power by increasing the rotational speed of the rotor, and the rise of the fuselage caused by the increase in the rotor speed is limited by adjusting the rudder angle of the elevator, wherein the computer is disposed in an aircraft having a generator, a battery, a motor, a rotor, and an elevator, wherein the battery stores power supplied by the generator; the motor is driven by power supplied from at least one of the generator and the battery; the rotor is driven by the motor; and the elevator adjusts the pitch angle of the fuselage.

[0008] According to the present invention, an aircraft control device, an aircraft control method, and a non-transitory computer-readable recording medium storing a program can be provided to suppress battery overcharging.

[0009] The above-described objectives, features, and advantages should be readily understood from the following description of the embodiments with reference to the accompanying drawings. Attached Figure Description

[0010] Figure 1 This is a schematic diagram illustrating one embodiment of an aircraft.

[0011] Figure 2 This is a block diagram illustrating a portion of an aircraft according to one embodiment.

[0012] Figure 3 This is a schematic diagram representing a gas turbine.

[0013] Figure 4 This is a block diagram illustrating an aircraft control device according to one embodiment.

[0014] Figure 5 This is a flowchart illustrating one embodiment of an aircraft control method. Detailed Implementation

[0015] [One Implementation Method]

[0016] An embodiment of an aircraft control device, an aircraft control method, and a non-transitory computer-readable recording medium storing a program will be described with reference to the accompanying drawings. Figure 1 This is a schematic diagram showing the aircraft of this embodiment.

[0017] The aircraft 10 in this embodiment is, for example, an electric vertical take-off and landing (eVTOL) aircraft.

[0018] The aircraft 10 may have a fuselage 12. The fuselage 12 may have a cockpit (not shown), a cabin (not shown), etc. A pilot (not shown) may ride in the cockpit. The pilot may operate the aircraft 10. Passengers (not shown) may ride in the cabin. The pilot may also operate the aircraft 10 automatically without riding in it.

[0019] The aircraft 10 may have a canard 14 and a rear wing 16. When the aircraft 10 moves forward, the canard 14 and rear wing 16 each generate lift. An elevator 17 may be located at the rear end of the rear wing 16. The elevator 17 can adjust the pitch angle of the fuselage 12. The rear wing 16 may also have structural elements other than the elevator 17, but these are omitted here. Alternatively, the elevator 17 may also be located on the canard wing 14.

[0020] The aircraft 10 may have multiple VTOL rotors 18. For example, the aircraft 10 may have VTOL rotors 18FLa, VTOL rotor 18FLb, VTOL rotor 18RLa, and VTOL rotor 18RLb. Additionally, the aircraft 10 may also have VTOL rotors 18FRa, VTOL rotor 18FRb, VTOL rotor 18RRa, and VTOL rotor 18RRb. It may be powered by motor 31A (see reference). Figure 2 ) Drives the VTOL rotor 18. When describing without distinguishing between individual VTOL rotors, the reference numeral 18 is used. When describing with distinction between individual VTOL rotors, the reference numerals 18FLa, 18FLb, 18RLa, 18RLb, 18FRa, 18FRb, 18RRa, and 18RRb are used.

[0021] The rotation axis of the VTOL rotor 18 is vertically oriented. The VTOL rotor 18 is a vertical rotor capable of generating thrust in the vertical direction. By appropriately adjusting the rotational speed and pitch angle of the blades of the VTOL rotor 18, the thrust generated by the VTOL rotor 18 can be controlled. By controlling the thrust generated by the VTOL rotor 18, lift thrust can be obtained. Lift thrust is vertical thrust. By controlling the thrust generated by the VTOL rotor 18, roll moment, pitch moment, and yaw moment are applied to the fuselage 12. The VTOL rotor 18 can be used during vertical takeoff, during the transition from vertical takeoff to cruise, during the transition from cruise to vertical landing, during vertical landing, and during hovering. In addition, the VTOL rotor 18 can also be used for attitude control.

[0022] The aircraft 10 may have multiple cruise rotors 20L and 20R. The cruise rotors 20L and 20R may be located at the rear of the fuselage 12. The cruise rotors 20 may be powered by motor 31B (see reference). Figure 2 Driven. When describing without distinguishing between individual cruise rotors, use reference numeral 20; when describing with distinction between individual cruise rotors, use reference numerals 20L and 20R.

[0023] The length direction of the rotation axis of the cruise rotor 20 is in the forward and backward direction. The cruise rotor 20 is a horizontal rotor capable of generating horizontal thrust. The thrust generated by the cruise rotor 20 is controlled by adjusting the rotational speed of the cruise rotor 20 and the pitch angle of its blades. Cruise thrust can be obtained by controlling the thrust generated by the cruise rotor 20. Cruise thrust is horizontal thrust. The cruise rotor 20 can be used during transitions from vertical takeoff to cruise, during cruise, and during transitions from cruise to vertical landing.

[0024] Figure 2 This is a block diagram showing a portion of the aircraft according to this embodiment.

[0025] The aircraft 10 has a power generation unit 36 ​​and a battery 30. The aircraft 10 is a hybrid-powered aircraft that uses the power generation unit 36 ​​and battery 30 as its power source. The power generation unit 36 ​​may include a gas turbine 40, a generator 42, and a converter 44. The aircraft 10 may have multiple power generation units 36, but... Figure 2 The middle figure shows one of the multiple power generation units 36.

[0026] Figure 3 This is a schematic diagram representing a gas turbine.

[0027] like Figure 3As shown, the gas turbine 40 may include a compressor 46, a combustion chamber 48, and a turbine 50. Air drawn in from the intake 52 can be compressed in the compressor 46. High-pressure air is obtained by compressing the air by the compressor 46. The high-pressure air thus obtained is supplied to the combustion chamber 48. Fuel is injected into the high-pressure air within the combustion chamber 48. High-temperature, high-pressure gas is generated by the combustion of the fuel within the combustion chamber 48. The high-pressure gas thus generated rotates the turbine 50. The energy of the high-temperature, high-pressure gas is converted into rotational energy by the turbine 50 and output via the output shaft 54. The rotational energy thus obtained can also be used to rotate the compressor 46.

[0028] like Figure 2 As shown, a generator 42 is connected to the gas turbine 40. More specifically, the generator 42 is connected to the output shaft 54 ​​of the gas turbine 40. By driving the generator 42 with the gas turbine 40, electricity can be generated by the generator 42.

[0029] A converter 44 is connected to the generator 42. The converter 44 converts the AC power output from the generator 42 into DC power and outputs the DC power.

[0030] The power generated by the power generation unit 36 ​​can be supplied to the VTOL drive unit 24, cruise drive unit 26, etc. (described later) without passing through the battery 30. Furthermore, the power generated by the power generation unit 36 ​​can charge the battery 30. When the power generated by the power generation unit 36 ​​is insufficient for the power requirements of the VTOL drive unit 24, cruise drive unit 26, etc., the power stored in the battery 30 can be supplied to the VTOL drive unit 24, cruise drive unit 26, etc.

[0031] When the electricity generated by the power generation unit 36 ​​exceeds the electricity required by the VTOL drive unit 24, cruise drive unit 26, etc., surplus electricity is generated. The actual output power of the gas turbine 40 is relatively responsive to the required output power of the gas turbine 40. Therefore, even if the electricity required by the VTOL drive unit 24, cruise drive unit 26, etc., decreases drastically, the power generated by the power generation unit 36 ​​will not decrease drastically. Therefore, surplus electricity is generated even when the electrical power required by the VTOL drive unit 24, cruise drive unit 26, etc., decreases drastically.

[0032] The aircraft 10 can have multiple batteries 30, but... Figure 2 The middle diagram shows one of multiple batteries 30. The aircraft 10 may have multiple VTOL drive units 24, but... Figure 2The middle figure shows one of a plurality of VTOL drive units 24. The aircraft 10 may have multiple cruise drive units 26, but... Figure 2 The middle figure shows one of the multiple cruise drive units 26.

[0033] VTOL drive unit 24 can be disposed on VTOL rotor 18. VTOL drive unit 24 can have motor 31A and inverter 32A. Motor 31A is, for example, a three-phase electric motor. An output shaft (not shown) disposed on motor 31A is connected to the rotation shaft disposed on VTOL rotor 18. Inverter 32A converts the DC power input to inverter 32A into three-phase AC power and supplies the three-phase AC power to motor 31A.

[0034] Cruise drive unit 26 can be disposed on cruise rotor 20. Cruise drive unit 26 can have motor 31B and inverter 32B. Motor 31B is, for example, a three-phase electric motor. An output shaft (not shown) disposed on motor 31B is connected to the rotation shaft disposed on cruise rotor 20. Inverter 32B converts the DC power input to inverter 32B into three-phase AC power and supplies the three-phase AC power to motor 31B.

[0035] As described above, the aircraft 10 may have elevators 17. The aircraft 10 may have multiple elevators 17, but... Figure 2 The middle figure shows one of a plurality of elevators 17. Each elevator 17 may have an actuator 19 for adjusting its rudder angle. The actuator 19 is connected to a battery 30 or the like via a DC-DC converter 34A. The DC-DC converter 34A boosts or bucks the DC voltage input to it and supplies the boosted or bucked DC voltage to the actuator 19.

[0036] The aircraft 10 may have auxiliary equipment 28. The aircraft 10 may have multiple auxiliary devices 28, but... Figure 2 The diagram shows one of several auxiliary devices 28. Examples of auxiliary devices 28 include air conditioners and refrigerators. Air conditioners regulate the temperature and humidity of the air inside the unit 12. Refrigerators refrigerate food. Auxiliary device 28 is connected to a battery 30 via a DC-DC converter 34B. The DC-DC converter 34B boosts or bucks the DC voltage input to it and supplies the boosted or bucked DC voltage to auxiliary device 28.

[0037] The aircraft 10 may have landing gear 33. The landing gear 33 can support the fuselage 12 on the ground. The landing gear 33 can absorb the impact generated by the fuselage 12 during landing. The aircraft 10 may have multiple landing gears 33, but... Figure 2 The figure shows one of a plurality of landing gears 33. The landing gear 33 is connected to a battery 30, etc., via a DC-DC converter 34C. The DC-DC converter 34C boosts or bucks the DC voltage input to it and supplies the boosted or bucked DC voltage to the landing gear 33. When describing the individual DC-DC converters without distinguishing them, reference numeral 34 is used; when describing the individual DC-DC converters separately, reference numerals 34A to 34C are used.

[0038] Figure 4 This is a block diagram illustrating the aircraft control device of this embodiment.

[0039] The aircraft control unit 56 may include a computing unit 58 and a storage unit 60. The computing unit 58 may be a processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit). The computing unit 58 may be composed of multiple processors. The computing unit 58 may include a control unit 62, a battery information acquisition unit 64, a decision unit 66, a battery control unit 68, a generator information acquisition unit 70, a gas turbine control unit 72, a remaining power calculation unit 74, a rotor speed calculation unit 76, and a control angle calculation unit 78. The control unit 62, battery information acquisition unit 64, decision unit 66, battery control unit 68, generator information acquisition unit 70, gas turbine control unit 72, remaining power calculation unit 74, rotor speed calculation unit 76, and control angle calculation unit 78 can be implemented by the computing unit 58 executing a program stored in the storage unit 60.

[0040] At least a portion of the control unit 62, battery information acquisition unit 64, decision unit 66, battery control unit 68, generator information acquisition unit 70, gas turbine control unit 72, remaining power calculation unit 74, rotor speed calculation unit 76, and rudder angle calculation unit 78 can also be implemented using integrated circuits such as ASIC (Application Specific Integrated Circuit) and FPGA (Field-Programmable Gate Array). At least a portion of the control unit 62, battery information acquisition unit 64, decision unit 66, battery control unit 68, generator information acquisition unit 70, gas turbine control unit 72, remaining power calculation unit 74, rotor speed calculation unit 76, and rudder angle calculation unit 78 can also be implemented using electronic circuits containing discrete components.

[0041] Storage unit 60 is a computer-readable storage medium. Storage unit 60 may include volatile memory (not shown) and non-volatile memory (not shown). Examples of volatile memory include RAM (Random Access Memory). Volatile memory serves as the processor's working memory, temporarily storing data required for processing or computation. Examples of non-volatile memory include ROM (Read-Only Memory) and flash memory. Non-volatile memory serves as storage memory, storing programs, tables, mappings, etc. At least a portion of storage unit 60 may also be provided in the aforementioned processor, integrated circuit, etc.

[0042] The control unit 62 is responsible for the overall control of the aircraft control device 56. The control unit 62 can control the VTOL rotor 18. It can control the rotational speed of the VTOL rotor 18 by controlling the inverter 32A. Additionally, the control unit 62 can control the cruise rotor 20. It can control the rotational speed of the cruise rotor 20 by controlling the inverter 32B. The control unit 62 can adjust the rudder angle of the elevator 17. It can adjust the rudder angle of the elevator 17 by controlling the actuator 19. By appropriately controlling the VTOL rotor 18, the cruise rotor 20, the elevator 17, etc., the control unit 62 can control the flight of the aircraft 10.

[0043] The battery information acquisition unit 64 is capable of acquiring information related to the battery 30. The battery information acquisition unit 64 is capable of acquiring information related to the SOC (State of Charge) of the battery 30. The SOC of the battery 30 can be determined by a battery control device (not shown). The battery control device can acquire information related to the voltage, current, temperature, etc., of the battery 30 using sensors (not shown), and calculate the SOC of the battery 30 using a prescribed algorithm, table, etc. The battery control device can provide the SOC-related information of the battery 30 to the aircraft control device 56. Thus, information related to the remaining capacity of the battery 30 can be acquired by the battery information acquisition unit 64.

[0044] The determination unit 66 can determine whether to restrict the supply of remaining power from the power generated by the generator 42 to the battery 30 based on the remaining capacity of the battery 30. For example, if the remaining capacity of the battery 30 is above a predetermined remaining capacity threshold, the determination unit 66 can restrict the supply of remaining power to the battery 30. Since the charging of the battery 30 is restricted when the remaining capacity of the battery 30 is above the remaining capacity threshold, overcharging of the battery 30 can be prevented according to this embodiment.

[0045] The battery control unit 68 can control the charging of the battery 30 and the power supply from the battery 30. If the determination unit 66 determines that the supply of remaining power to the battery 30 should be restricted, the battery control unit 68 restricts the supply of remaining power to the battery 30. If the determination unit 66 does not determine that the supply of remaining power to the battery 30 should be restricted, the battery control unit 68 does not restrict the supply of remaining power to the battery 30.

[0046] The generator information acquisition unit 70 is capable of acquiring information related to the generator 42. The generator information acquisition unit 70 is also capable of acquiring information indicating the rotational speed of the generator 42.

[0047] The gas turbine control unit 72 is capable of controlling the gas turbine 40. That is, the gas turbine control unit 72 is capable of controlling the output power of the gas turbine 40. The gas turbine control unit 72 can control the gas turbine 40 so that the generator 42 can generate electricity corresponding to the power required by the aircraft 10. The power required by the aircraft 10 can be calculated by the control unit 62, for example, but is not limited to this.

[0048] The remaining power calculation unit 74 is capable of calculating the remaining power. The remaining power calculation unit 74 calculates the remaining power by subtracting the power consumed by the aircraft 10 from the power generated by the power generation unit 36. The power generated by the power generation unit 36 ​​can be calculated, for example, based on information indicating the rotational speed of the generator 42, but is not limited to this. The power generated by the power generation unit 36 ​​can be calculated, for example, by the control unit 62, but is not limited to this. The power consumed by the aircraft 10 can be calculated based on information indicating the rotational speed of the VTOL rotor 18, information indicating the rotational speed of the cruise rotor 20, etc., but is not limited to this. The power consumed by the aircraft 10 can be calculated, for example, by the control unit 62, but is not limited to this.

[0049] The rotor speed calculation unit 76 can calculate the rotor speed when the motor 31A consumes the remaining power by increasing the rotor speed of the VTOL rotor 18, i.e., the rotor speed.

[0050] If the remaining power is consumed by the motor 31A simply by increasing the rotational speed of the VTOL rotor 18, the fuselage 12 will rise. In this embodiment, the rise of the fuselage 12 is suppressed by adjusting the rudder angle of the elevator 17 in a manner that causes the fuselage 12 to descend.

[0051] The rudder angle calculation unit 78 can calculate the rudder angle that limits the rise of the fuselage 12 caused by the increase in rotor speed by adjusting the rudder angle of the elevator 17.

[0052] If the determination unit 66 determines that the supply of remaining power to the battery 30 should be limited, the control unit 62 can perform the following control: In this case, the control unit 62 causes the VTOL rotor 18 to rotate at the rotor speed calculated by the rotor speed calculation unit 76, and adjusts the elevator 17 to the rudder angle calculated by the rudder angle calculation unit 78.

[0053] If there is excessive residual power, and the intention is to increase the rotational speed of the VTOL rotor 18 to consume it, the rotor speed may exceed a predetermined rotor speed limit. Similarly, if the intention is to adjust the elevator angle to limit the rise of the fuselage 12 caused by the increased rotational speed of the VTOL rotor 18, the elevator angle may exceed a predetermined angle limit. When the rotor speed and elevator angle do not exceed the predetermined limits, and the motor 31A cannot consume the residual power, the control unit 62 performs the following control: In this case, the control unit 62 can further consume the residual power using devices other than the motor 31A. Examples of such devices include auxiliary equipment 28 and landing gear 33. As mentioned above, auxiliary equipment 28 could include air conditioning equipment, refrigeration equipment, etc. However, other devices are not limited to these.

[0054] The air conditioning unit may have a compressor (not shown). The compressor may also have a motor (not shown). The power consumption of the air conditioning unit can be appropriately adjusted by adjusting the rotational speed of the motor.

[0055] The refrigeration equipment may also have a compressor (not shown). This compressor may have a motor (not shown). The power consumption of the refrigeration equipment can be appropriately adjusted by adjusting the rotational speed of the motor.

[0056] The landing gear 33 may have an actuator (not shown). This actuator may be a motor (not shown). The power consumption of the landing gear 33 can be appropriately adjusted by appropriately adjusting the rotational speed of the motor.

[0057] Next, refer to Figure 5 The aircraft control method of this embodiment will be described. Figure 5 This is a flowchart illustrating the aircraft control method of this embodiment.

[0058] In step S1, the control unit 62 determines whether power generation is being performed by the power generation unit 36. If power generation is being performed by the power generation unit 36 ​​(yes in step S1), the process proceeds to step S2. If power generation is not being performed by the power generation unit 36 ​​(no in step S1), Figure 5 The processing shown has ended.

[0059] In step S2, the determination unit 66 determines whether to restrict the supply of remaining power from the generator 42 to the battery 30 based on the remaining capacity of the battery 30. If the determination unit 66 determines that the supply of remaining power to the battery 30 should not be restricted ("No" in step S2), the process proceeds to step S3. If the determination unit 66 determines that the supply of remaining power to the battery 30 should be restricted ("Yes" in step S2), the process proceeds to step S4.

[0060] In step S3, the control unit 62 supplies the remaining power to the battery 30. Then, the process proceeds to step S11.

[0061] In step S4, the remaining power calculation unit 74 calculates the remaining power. Then, the process proceeds to step S5.

[0062] In step S5, the rotor speed calculation unit 76 calculates the rotor speed when the remaining power is consumed by the motor 31A by increasing the rotor speed of the VTOL rotor 18, i.e., the rotor speed. Then, the process proceeds to step S6.

[0063] In step S6, the rudder angle calculation unit 78 calculates the rudder angle that limits the rise of the fuselage 12 caused by the increase in rotor speed by adjusting the rudder angle of the elevator 17. Then, the process proceeds to step S7.

[0064] In step S7, the control unit 62 determines whether the rotor speed calculated by the rotor speed calculation unit 76 exceeds a predetermined rotor speed limit. If the rotor speed calculated by the rotor speed calculation unit 76 does not exceed the predetermined rotor speed limit ("No" in step S7), the process proceeds to step S8. If the rotor speed calculated by the rotor speed calculation unit 76 exceeds the predetermined rotor speed limit ("Yes" in step S7), the process proceeds to step S9.

[0065] In step S8, it is determined whether the rudder angle calculated by the rudder angle calculation unit 78 exceeds a predetermined rudder angle limit value. If the rudder angle calculated by the rudder angle calculation unit 78 does not exceed the predetermined rudder angle limit value ("No" in step S8), the process proceeds to step S12. If the rudder angle calculated by the rudder angle calculation unit 78 exceeds the predetermined rudder angle limit value ("Yes" in step S8), the process proceeds to step S9.

[0066] In step S9, within the range where the rotational speed of the VTOL rotor 18 does not exceed the rotor speed limit and the rudder angle of the elevator 17 does not exceed the rudder angle limit, the control unit 62 determines the rotational speed of the VTOL rotor 18 and the rudder angle of the elevator 17. Then, the process proceeds to step S10.

[0067] In step S10, the control unit 62 determines the power consumption in other devices. That is, the control unit 62 determines the further consumption of remaining power in devices other than the motor 31A. In other words, the control unit 62 determines the power consumed by other devices. As described above, examples of other devices include auxiliary equipment 28, landing gear 33, etc. As described above, examples of auxiliary equipment 28 include air conditioning equipment, refrigeration equipment, etc. The control unit 62 can, for example, determine the power consumed by air conditioning equipment. Additionally, the control unit 62 can, for example, determine the power consumed by refrigeration equipment. Furthermore, the control unit 62 can, for example, determine the power consumed by landing gear 33.

[0068] In step S11, the control unit 62 does not change the rotational speed of the VTOL rotor 18 and does not change the rudder angle of the elevator 17.

[0069] In step S12, the control unit 62 sets the rotational speed of the VTOL rotor 18 to the rotor speed calculated by the rotor speed calculation unit 76. Additionally, the control unit 62 sets the rudder angle of the elevator 17 to the rudder angle calculated by the rudder angle calculation unit 78.

[0070] In step S13, the control unit 62 sets the rotational speed of the VTOL rotor 18 to the rotor speed determined in step S9. Additionally, the control unit 62 sets the rudder angle of the elevator 17 to the rudder angle determined in step S9. Furthermore, the control unit 62 also causes other devices to consume the remaining power appropriately. That is, the control unit 62 causes other devices to consume the power determined in step S10.

[0071] so, Figure 5 The processing shown has ended.

[0072] Thus, according to this embodiment, when the determination unit 66 determines that the supply of remaining power to the battery 30 should be limited, the rotational speed of the VTOL rotor 18, i.e., the rotor speed, is increased to cause the motor 31A to consume the remaining power. Therefore, according to this embodiment, an aircraft control device 56 capable of suppressing overcharging of the battery 30 can be provided. Furthermore, according to this embodiment, the rise of the fuselage 12 caused by the increase in rotor speed is limited by adjusting the rudder angle of the elevator 17. Therefore, according to this embodiment, a decrease in passenger comfort can be prevented, and overcharging of the battery 30 can be effectively suppressed.

[0073] [Modified Implementation]

[0074] This invention is not limited to the above-described embodiments; various structures may be adopted without departing from the spirit of this invention.

[0075] For example, in the above embodiment, the case of consuming remaining power by increasing the rotational speed of the VTOL rotor 18 was described, but it is not limited to this. The rotational speed of the cruise rotor 20 can be increased at the same time as the rotational speed of the VTOL rotor 18. That is, the other device described above can also be the motor 31B that drives the cruise rotor 20.

[0076] The invention described below is an invention that can be mastered based on the above-described embodiments.

[0077] An aircraft control device (56) controls an aircraft (10) having a generator (42), a battery (30), a motor (31A), a rotor (18), and an elevator (17), wherein the battery (30) stores electricity supplied by the generator; the motor (31A) is driven by electricity supplied from at least one of the generator and the battery; the rotor (18) is driven by the motor; and the elevator (17) adjusts the pitch angle of the fuselage (12). The device is characterized by having a determination unit (66) and a control unit (62). The determination unit (66) determines whether to restrict the supply of remaining power from the generator to the battery based on the remaining capacity of the battery. The control unit (62), when the determination unit determines that the supply of remaining power to the battery should be restricted, increases the rotor speed (i.e., rotor rotation speed) to cause the motor to consume the remaining power, and adjusts the elevator angle to limit the rise of the fuselage caused by the increase in rotor speed. With this structure, when the determination unit determines that the supply of remaining power to the battery should be restricted, the rotor speed (i.e., rotor rotation speed) is increased to cause the motor to consume the remaining power. Therefore, with this structure, an aircraft control device capable of suppressing battery overcharging can be provided. Furthermore, with this structure, the rise of the fuselage 12 caused by the increase in rotor speed is limited by adjusting the elevator angle. Therefore, with this structure, a decrease in passenger comfort can be prevented, and battery overcharging can be effectively suppressed.

[0078] In the aforementioned aircraft control device, if the remaining capacity of the battery is above a predetermined remaining capacity threshold, the determination unit may determine to restrict the supply of the remaining power to the battery.

[0079] In the aforementioned aircraft control device, if the remaining power cannot be consumed by the motor when the rotor speed does not exceed a predetermined rotor speed limit and the rudder angle does not exceed a predetermined rudder angle limit, the control unit may execute further consumption of the remaining power by other devices (28, 33) different from the motor. With this structure, battery overcharging can be suppressed more reliably.

[0080] In the aforementioned aircraft control device, the other equipment may include at least one of an air conditioning unit (28), a refrigeration unit (28), and a landing gear (33).

[0081] In the aforementioned aircraft control device, the rotor may be a vertical rotor capable of generating thrust in the vertical direction, and the other equipment may include other motors (31B) that drive a horizontal rotor (20) capable of generating thrust in the horizontal direction.

[0082] In the aforementioned aircraft control device, the aircraft may also have a gas turbine (40), the gas turbine (40) having a compressor (46) and a turbine (50) rotating integrally with the compressor, and the generator being driven by the gas turbine.

[0083] An aircraft control method for controlling an aircraft, the aircraft having a generator, a battery, a motor, a rotor, and an elevator, wherein the battery stores power supplied by the generator; the motor is driven by power supplied from at least one of the generator and the battery; the rotor is driven by the motor; and the elevator adjusts the pitch angle of the fuselage. The aircraft control method is characterized by having: a determination step (S2), determining whether to restrict the supply of remaining power from the generator to the battery based on the remaining capacity of the battery; and control steps (S12, S13), in which, if the determination step determines that the supply of the remaining power to the battery should be restricted, the remaining power is consumed by the motor by increasing the rotor speed (i.e., rotor rotation speed), and the rise of the fuselage caused by the increase in rotor rotation speed is limited by adjusting the elevator's rudder angle.

[0084] A non-transitory computer-readable recording medium storing a program for causing a computer to perform the following steps: a determination step, determining whether to limit the supply of remaining power from the electricity generated by the generator to the battery based on the remaining capacity of the battery; and a control step, in the determination step, if it is determined that the supply of the remaining power to the battery should be limited, causing the motor to consume the remaining power by increasing the rotational speed of the rotor, and limiting the rise of the fuselage caused by the increase in the rotor speed by adjusting the rudder angle of the elevator, the computer being disposed in an aircraft having a generator, a battery, a motor, a rotor, and an elevator, wherein the battery stores electricity supplied by the generator; the motor is driven by electricity supplied from at least one of the generator and the battery; the rotor is driven by the motor; and the elevator adjusts the pitch angle of the fuselage.

Claims

1. An aircraft control device (56) that controls an aircraft (10) having a generator (42), a battery (30), a motor (31A), a rotor (18), and an elevator (17), wherein, The battery (30) stores electric power supplied from the generator; the motor (31A) is driven by electric power supplied from at least one of the generator and the battery; the rotor (18) is driven by the motor; the elevator (17) adjusts a pitch angle of the fuselage (12), and the aircraft control device (56) is characterized by having a determination section (66) and a control section (62), wherein the determination section (66) determines whether or not to limit supply of surplus electric power among electric power generated by the generator to the battery, according to a remaining capacity of the battery; the control section (62) causes the motor to consume the surplus electric power by increasing a rotor speed of the rotor in a case where the determination section determines to limit supply of the surplus electric power to the battery, and limits an increase in the pitch angle of the fuselage caused by the increase in the rotor speed by adjusting an elevator angle of the elevator.

2. The aircraft control device according to claim 1, wherein the determination section determines to limit supply of the surplus electric power to the battery in a case where the remaining capacity of the battery is equal to or greater than a predetermined remaining capacity threshold.

3. The aircraft control device according to claim 2, wherein the control section performs further consumption of the surplus electric power by other equipment (28, 33) different from the motor in a case where the rotor speed does not exceed a predetermined rotor speed limit value and the elevator angle does not exceed a predetermined elevator angle limit value, and the surplus electric power cannot be consumed by the motor.

4. The aircraft control device according to claim 3, wherein the other equipment includes at least one of air conditioning equipment, refrigeration equipment, and landing gears (33).

5. The aircraft control device according to claim 3, wherein the rotor is a vertical rotor capable of generating a vertical thrust, the other equipment includes other motors (31B) that drive horizontal rotors (20) capable of generating a horizontal thrust.

6. The aircraft control device according to any one of claims 1 to 5, wherein the aircraft further has a gas turbine (40) having a compressor (46) and a turbine (50) that rotates integrally with the compressor, the generator is driven by the gas turbine.

7. An aircraft control method of controlling an aircraft having a generator, a battery, a motor, a rotor, and an elevator, wherein, the battery stores electric power supplied from the generator; the motor is driven by electric power supplied from at least one of the generator and the battery; the rotor is driven by the motor; the elevator adjusts a pitch angle of the fuselage, and the aircraft control method is characterized by having a determination step (S2) of determining whether or not to limit supply of surplus electric power among electric power generated by the generator to the battery, according to a remaining capacity of the battery; and and The control step (S12, S13) is for, in the case where the determination step determines to limit supply of the remaining electric power to the battery, causing the motor to consume the remaining electric power by increasing a rotational speed of the rotor, i.e., rotor rotational speed, and limiting an increase in the body due to the increase in the rotor rotational speed by adjusting an elevator angle of the elevator.

8. A non-transitory computer-readable recording medium storing a program, the program causing a computer to execute steps of, wherein the computer is provided in an aircraft having a power generator, a battery, a motor, a rotor, and an elevator, wherein the battery stores electric power supplied from the power generator; the motor is driven by electric power supplied from at least one of the power generator and the battery; the rotor is driven by the motor; and the elevator adjusts a pitch angle of the body, the steps include a determination step of determining whether to limit supply of remaining electric power among electric power generated by the power generator to the battery, based on a remaining capacity of the battery; and the control step is for, in the case where the determination step determines to limit supply of the remaining electric power to the battery, causing the motor to consume the remaining electric power by increasing a rotational speed of the rotor, i.e., rotor rotational speed, and limiting an increase in the body due to the increase in the rotor rotational speed by adjusting an elevator angle of the elevator. ​

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