Aircraft control devices

Abstract

This invention discloses a control device for an aircraft. When the first generator (46a) is in a stopped state, the motor control unit (90) reduces the output power of the VTOL motor (20V) and cruise motor (24C) operating with power supplied by the first generator (46a), and increases the output power of the VTOL motor (20V) and cruise motor (24C) operating with power supplied by the second generator (46b). Accordingly, the increase in fuselage weight can be suppressed.

Description

Technical Field

[0001] This invention relates to a control device for an aircraft. Background Technology

[0002] U.S. Patent Application Publication No. 2021 / 0370786 discloses a multirotor aircraft. This multirotor aircraft has multiple rotors, each with an electric motor corresponding to it. Power is supplied to some of the electric motors from one of two generators, and power is supplied to the other group of electric motors from the other generator. Summary of the Invention

[0003] In the technology disclosed in U.S. Patent Application Publication No. 2021 / 0370786, when it is no longer possible to supply power to a portion of the electric motor from a generator, that portion of the electric motor is powered from a battery. To extend the flight time of a multirotor aircraft after the generator can no longer supply power, it is necessary to increase the battery capacity. However, increasing the battery capacity presents a technical problem: it increases both the battery weight and the fuselage weight.

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

[0005] The present invention relates to a control device for an aircraft, the aircraft comprising: one or more first generators that generate electricity; one or more first batteries that store electricity; one or more first electric motors that operate using electricity supplied from the first generators and the first batteries; one or more second generators that generate electricity; one or more second batteries that store electricity; one or more second electric motors that operate using electricity supplied from the second generators and the second batteries; and a plurality of rotors that generate thrust from the fuselage. The control device includes an electric motor control unit that controls the first electric motors and the second electric motors respectively, and the rotors are respectively controlled by the first generators and the second batteries. Driven by one of the first motor and the second motor, or by both the first motor and the second motor, the motor control unit performs the following control: in a state where power cannot be supplied from the first generator to the first motor but power can be supplied from the second generator to the second motor, compared to a state where power can be supplied from both the first generator and the second generator to the first motor, the thrust generated by driving the rotor through the first motor is reduced, thereby reducing the power consumption of the first motor, and the thrust generated by driving the rotor through the second motor is increased.

[0006] According to the present invention, it is possible to suppress the increase in the weight of the fuselage.

[0007] 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

[0008] Figure 1 This is a schematic diagram of an aircraft.

[0009] Figure 2 This is a schematic diagram showing the structure of a power supply system.

[0010] Figure 3 This is the control block diagram of the flight controller.

[0011] Figure 4 This is a flowchart illustrating the output power control process.

[0012] Figure 5 This is a diagram showing the output power distribution among the various VTOL motors and cruise motors.

[0013] Figure 6 This is a diagram showing the output power distribution among the various VTOL motors and cruise motors. Detailed Implementation

[0014] [First Embodiment]

[0015] [Aircraft Structure]

[0016] Figure 1 This is a schematic diagram of aircraft 10. Aircraft 10 in this embodiment is an electric vertical takeoff and landing (eVTOL) aircraft. Aircraft 10 drives its rotor via an electric motor. Aircraft 10 generates vertical and horizontal thrust via the rotor. Furthermore, aircraft 10 is a hybrid-powered aircraft. Aircraft 10 has a generator and a battery to power the electric motor. Aircraft 10 supplies the electric motor with electricity generated by the generator. When the electricity generated by the generator is insufficient relative to the required electricity, electricity stored in the battery is supplied to the electric motor.

[0017] Aircraft 10 has a fuselage 12. A cockpit and cabin are located on the fuselage 12. A pilot rides in the cockpit and controls the aircraft 10. Passengers ride in the cabin. Aircraft 10 can also be controlled automatically.

[0018] The aircraft 10 has a canard 14 and a rear wing 16. When the aircraft 10 moves forward, the canard 14 and the rear wing 16 generate lift respectively.

[0019] Aircraft 10 has eight VTOL rotors 18V. The eight VTOL rotors 18V refer to rotors 18V1, 18V2, 18V3, 18V4, 18V5, 18V6, 18V7, and 18V8.

[0020] Rotors 18V1, 18V3, 18V5, and 18V7 are positioned to the left of the fuselage 12 along the centerline A in the left-right direction. Rotors 18V2, 18V4, 18V6, and 18V8 are positioned to the right of the centerline A. That is, four VTOL rotors 18V are positioned to the left of the centerline A, and four VTOL rotors 18V are positioned to the right of the centerline A.

[0021] The center of gravity G of aircraft 10 is located on the centerline A of fuselage 12. When viewed from above, the center of gravity G is located between rotors 18V4 and 18V6 in the longitudinal direction of fuselage 12. Additionally, the center of gravity G is located between rotors 18V3 and 18V5 in the longitudinal direction of fuselage 12.

[0022] When viewed from above, rotor 18V8 is positioned symmetrically with respect to the center of gravity G and the center of rotation of rotor 18V1. Rotor 18V7 is positioned symmetrically with respect to the center of gravity G and the center of rotation of rotor 18V2. Rotor 18V6 is positioned symmetrically with respect to the center of gravity G and the center of rotation of rotor 18V3. Rotor 18V5 is positioned symmetrically with respect to the center of gravity G and the center of rotation of rotor 18V4.

[0023] Each VTOL rotor 18V is equipped with one VTOL motor 20V. Specifically, motor 20V1_1 is set for rotor 18V1; motor 20V2_2 for rotor 18V2; motor 20V3_2 for rotor 18V3; motor 20V4_1 for rotor 18V4; motor 20V5_1 for rotor 18V5; motor 20V6_2 for rotor 18V6; motor 20V7_2 for rotor 18V7; and motor 20V8_1 for rotor 18V8. Each VTOL rotor 18V is driven by its respective 20V motor.

[0024] Each VTOL rotor 18V primarily generates thrust upwards towards the fuselage 12. The thrust of each VTOL rotor 18V is controlled by adjusting the rotor speed and blade pitch angle. If other conditions such as blade pitch angle are constant, the greater the output power of the VTOL motor 20V, the greater the thrust generated by the VTOL rotor 18V. Each VTOL rotor 18V is mainly used during vertical takeoff, transition from vertical takeoff to cruise, transition from cruise to vertical landing, vertical landing, and hovering. Additionally, each VTOL rotor 18V is used for attitude control.

[0025] By controlling the thrust of each VTOL rotor 18V, a primarily upward thrust is applied to the fuselage 12. Controlling the thrust of each VTOL rotor 18V also applies roll, pitch, and yaw moments to the fuselage 12. The VTOL rotor 18V is equivalent to the vertical rotor of this invention.

[0026] Aircraft 10 has two cruise rotors 22C. The two cruise rotors 22C refer to rotor 22C1 and rotor 22C2. Rotors 22C1 and 22C2 are mounted at the rear of fuselage 12. Rotor 22C1 is positioned to the left of centerline A. Rotor 22C2 is positioned to the right of centerline A. That is, one cruise rotor 22C is positioned to the left of centerline A, and one cruise rotor 22C is positioned to the right of centerline A.

[0027] Each cruise rotor 22C is equipped with two cruise motors 24C. Specifically, motor 24C1_1 and motor 24C2_2 are provided for rotor 22C1, and motor 24C3_1 and motor 24C4_2 are provided for rotor 22C2. Each cruise rotor 22C is driven by two cruise motors 24C.

[0028] Each cruise rotor 22C primarily generates thrust forward of the fuselage 12. The thrust of each cruise rotor 22C is controlled by adjusting the rotor speed and blade pitch angle. If other conditions such as blade pitch angle are constant, the greater the output power of the cruise motor 24C, the greater the thrust generated by the cruise rotors 22C. Each cruise rotor 22C is mainly used during transitions from vertical takeoff to cruise, during cruise, and during transitions from cruise to vertical landing. By controlling the thrust of each cruise rotor 22C, it primarily exerts forward thrust on the fuselage 12. The cruise rotors 22C are equivalent to the horizontal rotors of this invention.

[0029] [Structure of the power supply system]

[0030] Figure 2 This is a schematic diagram showing the structure of the power supply system 26.

[0031] Aircraft 10 has electric motors 20V1_1, 20V4_1, 20V5_1, 20V8_1, 24C1_1, and 24C3_1 as the drive source for the first drive system 28. Hereinafter, electric motors 20V1_1, 20V4_1, 20V5_1, and 20V8_1 are sometimes referred to as the VTOL motor 20V of the first drive system 28. Additionally, electric motors 24C1_1 and 24C3_1 are sometimes referred to as the cruise motor 24C of the first drive system 28. The VTOL motor 20V and the cruise motor 24C of the first drive system 28 correspond to the first motor of the present invention.

[0032] Aircraft 10 has electric motors 20V2_2, 20V3_2, 20V6_2, 20V7_2, 24C2_2, and 24C4_2 as the drive source for the second drive system 30. Hereinafter, electric motors 20V2_2, 20V3_2, 20V6_2, and 20V7_2 are sometimes referred to as the VTOL motor 20V of the second drive system 30. Electric motors 24C2_2 and 24C4_2 are sometimes referred to as the cruise motor 24C of the second drive system 30. The VTOL motor 20V and the cruise motor 24C of the second drive system 30 correspond to the second motor of the present invention.

[0033] The power supply system 26 has two main power supply units 32 and four auxiliary power supply units 34. The power supply system 26 supplies power to four load modules 36.

[0034] The two main power supply units 32 refer to the first main power supply unit 32a and the second main power supply unit 32b. The four auxiliary power supply units 34 refer to the first auxiliary power supply unit 34a, the second auxiliary power supply unit 34b, the third auxiliary power supply unit 34c, and the fourth auxiliary power supply unit 34d. The four load modules 36 refer to the first load module 36a, the second load module 36b, the third load module 36c, and the fourth load module 36d.

[0035] The power supply system 26 has two power supply circuits 38. The two power supply circuits 38 refer to the first power supply circuit 38a and the second power supply circuit 38b. The first power supply circuit 38a and the second power supply circuit 38b are not connected to each other but are set up independently.

[0036] Each power supply circuit 38 has a main power supply circuit 40 and an auxiliary power supply circuit 42. The main power supply circuit 40 is provided for each main power supply device 32. The auxiliary power supply circuit 42 is provided for each auxiliary power supply device 34.

[0037] Each main power supply unit 32 includes a gas turbine 44, a generator 46, and a power control unit (hereinafter referred to as PCU) 48. The gas turbine 44 drives the generator 46, thereby generating electricity. The PCU 48 converts the AC power generated by the generator 46 into DC power and outputs it to the main power circuit 40. When the gas turbine 44 is started, the PCU 48 converts the DC power supplied by the main power circuit 40 into AC power and outputs it to the generator 46. The AC power input by the PCU 48 enables the generator 46 to operate, and the generator 46 drives the gas turbine 44.

[0038] Hereinafter, the generator 46 in the first main power supply unit 32a will sometimes be referred to as the first generator 46a. In addition, the generator 46 in the second main power supply unit 32b will sometimes be referred to as the second generator 46b.

[0039] Each auxiliary power supply unit 34 has a battery 50. The battery 50 is charged by DC power supplied by the main power supply unit 32. Hereinafter, the battery 50 in the first auxiliary power supply unit 34a is sometimes referred to as the first battery 50a. Also, the battery 50 in the second auxiliary power supply unit 34b is sometimes referred to as the second battery 50b. Also, the battery 50 in the third auxiliary power supply unit 34c is sometimes referred to as the third battery 50c. Also, the battery 50 in the fourth auxiliary power supply unit 34d is sometimes referred to as the fourth battery 50d.

[0040] The first battery 50a and the second battery 50b supply power to the VTOL motor 20V and the cruise motor 24C of the first drive system 28. That is, the first battery 50a and the second battery 50b function as energy storage devices for the first drive system 28. Hereinafter, the first battery 50a and the second battery 50b will sometimes be referred to as battery 50 of the first drive system 28. The third battery 50c and the fourth battery 50d supply power to the VTOL motor 20V and the cruise motor 24C of the second drive system 30. That is, the third battery 50c and the fourth battery 50d function as energy storage devices for the second drive system 30. Hereinafter, the third battery 50c and the fourth battery 50d will sometimes be referred to as battery 50 of the second drive system 30. The battery 50 of the first drive system 28 corresponds to the first battery of the present invention. The battery 50 of the second drive system 30 corresponds to the second battery of the present invention.

[0041] Each load module 36 has two VTOL drive units 52 and one cruise drive unit 54.

[0042] Each VTOL drive unit 52 has an inverter 56 and a VTOL motor 20V. The inverter 56 converts the DC power supplied by the main power circuit 40 into three-phase AC power and outputs it to the VTOL motor 20V.

[0043] The cruise drive unit 54 includes an inverter 58 and a cruise motor 24C. The inverter 58 converts the DC power supplied by the main power circuit 40 into three-phase AC power and outputs it to the cruise motor 24C.

[0044] The first load module 36a and the third load module 36c each have a converter 60. The converter 60 steps down the voltage of the DC power supplied from the main power supply unit 32 and outputs it to a machine that operates using DC power. The machine that operates using DC power is, for example, a cooling device that cools the PCU 48, inverter 56, inverter 58, etc.

[0045] Each main power supply circuit 40 has one common bus 62, one cut-off device 64, two cut-off devices 66, one current sensor 68, and two current sensors 70.

[0046] A common bus 62 connects one main power supply unit 32 and two load modules 36. The two load modules 36 are connected in parallel with respect to the main power supply unit 32 via the common bus 62.

[0047] A disconnection device 64 is disposed between the main power supply unit 32 and the common bus 62. The disconnection device 64 switches between an on state and an off state, wherein the on state refers to the state in which current flows between the main power supply unit 32 and the common bus 62; and the off state refers to the state in which the current flow between the main power supply unit 32 and the common bus 62 is interrupted. The disconnection device 64 has contactors 64a and 64b. Contactor 64a is disposed on the positive terminal wiring of the main power supply circuit 40. Contactor 64b is disposed on the negative terminal wiring of the main power supply circuit 40. The disconnection device 64 may also have only one of contactors 64a and 64b.

[0048] Each disconnecting device 66 is disposed between each load module 36 and the common bus 62. The disconnecting device 66 switches between an on state and a off state, wherein the on state refers to the state in which current flows between each load module 36 and the common bus 62; and the off state refers to the state in which the current flow between each load module 36 and the common bus 62 is interrupted. The disconnecting device 66 has contactors 66a and 66b. Contactor 66a is disposed on the positive terminal wiring of the main power circuit 40. Contactor 66b is disposed on the negative terminal wiring of the main power circuit 40. The disconnecting device 66 may also have only one of contactors 66a and 66b. If the disconnecting device 64 has only contactor 64a, it is preferable that the disconnecting device 66 has only contactor 66b. If the disconnecting device 64 has only contactor 64b, it is preferable that the disconnecting device 66 has only contactor 66a.

[0049] A current sensor 68 is disposed between the disconnector 64 and the common bus 62. The current sensor 68 is connected to the positive terminal wiring of the main power supply circuit 40. Each current sensor 70 is disposed between each disconnector 66 and the common bus 62. Each current sensor 70 is connected to the positive terminal wiring of the main power supply circuit 40.

[0050] Each auxiliary power supply circuit 42 is connected to both the main power supply circuit 40 and each load module 36. The auxiliary power supply circuit 42 supplies power from the auxiliary power supply device 34 to the load module 36. The auxiliary power supply circuit 42 includes a disconnection device 72 and a current sensor 74.

[0051] A disconnection device 72 is disposed between the auxiliary power supply device 34 and the load module 36. The disconnection device 72 switches between a conducting state and a disconnected state, wherein the conducting state refers to the state in which current flows between the auxiliary power supply device 34 and the load module 36; and the disconnected state refers to the state in which the current flow between the auxiliary power supply device 34 and the load module 36 is interrupted. The disconnection device 72 has contactors 72a and 72b, and a pre-charging circuit 72c. Contactor 72a is disposed on the positive terminal wiring of the auxiliary power supply circuit 42. Contactor 72b is disposed on the negative terminal wiring of the auxiliary power supply circuit 42. The pre-charging circuit 72c is disposed in parallel with respect to contactor 72b. The pre-charging circuit 72c has contactor 72d and resistor 72e. A current sensor 74 is disposed on the negative terminal wiring of the auxiliary power supply circuit 42.

[0052] The cutting device 72 may also consist only of contactor 72b and pre-charging circuit 72c. Pre-charging circuit 72c may also be connected in parallel with contactor 72a. In this case, the cutting device 72 may also consist only of contactor 72a and pre-charging circuit 72c.

[0053] A diode 76 is provided between the main power supply circuit 40 and each auxiliary power supply circuit 42. The anode of the diode 76 is connected to the main power supply circuit 40, and the cathode of the diode 76 is connected to the auxiliary power supply circuit 42. The diode 76 allows power to be supplied from the main power supply circuit 40 to the auxiliary power supply circuit 42. The diode 76 prevents power from being supplied from the auxiliary power supply circuit 42 to the main power supply circuit 40. In the event of a short circuit in the main power supply circuit 40, current is prevented from flowing from the auxiliary power supply device 34 to the main power supply circuit 40. As a result, even in the event of a short circuit in the main power supply circuit 40, power can still be supplied from the auxiliary power supply device 34 to the load module 36.

[0054] A transistor 78 is connected in parallel with the diode 76. When the transistor 78 is turned on, power is supplied from the auxiliary power supply unit 34 to the main power supply circuit 40, bypassing the diode 76. With the power supplied from the auxiliary power supply unit 34, the generator 46 operates, thereby starting the gas turbine 44.

[0055] The centerline A of the fuselage 12 is positioned in the VTOL rotor 18V on its left side. Figure 1 The VTOL rotor 18V, driven by the VTOL motor 20V of the first drive system 28, consists of rotor 18V1 and rotor 18V5. Figure 2 The centerline A of the fuselage 12 is positioned in the VTOL rotor 18V on its left side. Figure 1 The VTOL rotor 18V, driven by the VTOL motor 20V of the second drive system 30, consists of rotor 18V3 and rotor 18V7. Figure 2 That is, the number of VTOL rotors 18V driven by the VTOL motor 20V of the first drive system 28 in the VTOL rotors 18V arranged on the left side of the centerline A of the fuselage 12 is the same as the number of VTOL rotors 18V driven by the VTOL motor 20V of the second drive system 30.

[0056] The centerline A of the fuselage 12 is positioned in the VTOL rotor 18V on its right side. Figure 1 The VTOL rotor 18V, driven by the VTOL motor 20V of the first drive system 28, consists of rotor 18V4 and rotor 18V8. Figure 2 The centerline A of the fuselage 12 is positioned in the VTOL rotor 18V on its right side. Figure 1 The VTOL rotor 18V, driven by the VTOL motor 20V of the second drive system 30, consists of rotor 18V2 and rotor 18V6. Figure 2That is, the number of VTOL rotors 18V driven by the VTOL motor 20V of the first drive system 28 in the VTOL rotors 18V that are arranged on the right side of the centerline A of the fuselage 12 is the same as the number of VTOL rotors 18V driven by the VTOL motor 20V of the second drive system 30.

[0057] The rotor 22C1, positioned to the left of the centerline A of the fuselage 12, is driven by the cruise motor 24C of the first drive system 28 and by the cruise motor 24C of the second drive system 30. Figure 2 That is, the number of cruise rotors 22C driven by cruise motors 24C of the first drive system 28 in the cruise rotors 22C located on the left side of the centerline A of the fuselage 12 is the same as the number of cruise rotors 22C driven by cruise motors 24C of the second drive system 30.

[0058] The rotor 22C2, positioned to the right of the centerline A of the fuselage 12, is driven by the cruise motor 24C of the first drive system 28 and by the cruise motor 24C of the second drive system 30. Figure 2 That is, the number of cruise rotors 22C driven by cruise motors 24C of the first drive system 28 in the cruise rotors 22C located on the right side of the centerline A of the fuselage 12 is the same as the number of cruise rotors 22C driven by cruise motors 24C of the second drive system 30.

[0059] [Structure of the flight controller]

[0060] The power supply system 26 has a flight controller 80. The flight controller 80 controls the thrust output by each VTOL rotor 18V and each cruise rotor 22C. Figure 3 This is the control block diagram of flight controller 80.

[0061] The flight controller 80 includes an arithmetic unit 82 and a storage unit 84. The arithmetic unit 82 is, for example, a processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit). The arithmetic unit 82 includes an output power command value calculation unit 86, a main power supply monitoring unit 88, and a motor control unit 90. The output power command value calculation unit 86, the main power supply monitoring unit 88, and the motor control unit 90 are implemented by the arithmetic unit 82 executing a program stored in the storage unit 84. At least a portion of the output power command value calculation unit 86, the main power supply monitoring unit 88, and the motor control unit 90 can also be implemented using integrated circuits such as ASICs (Application Specific Integrated Circuits) or FPGAs (Field-Programmable Gate Arrays). At least a portion of the output power command value calculation unit 86, the main power supply monitoring unit 88, and the motor control unit 90 can also be implemented using electronic circuits including discrete components.

[0062] The storage unit 84 comprises volatile memory (not shown) and non-volatile memory (not shown) as computer-readable storage media. The volatile memory is, for example, RAM (Random Access Memory). The non-volatile memory is, for example, ROM (Read Only Memory), flash memory, etc. Data is stored, for example, in the volatile memory. Programs, tables, mappings, etc., are stored, for example, in the non-volatile memory. At least a portion of the storage unit 84 may also be disposed in the aforementioned processor, integrated circuit, etc.

[0063] The output power command value calculation unit 86 calculates the output power command value relative to each VTOL motor 20V and the output power command value relative to each cruise motor 24C. The output power command value is determined based on the amount of operation by the driver on the operation input unit. The operation input unit refers to, for example, a joystick, pedal, or lever assembly. The amount of operation on the operation input unit and the output power command value may not be a one-to-one correspondence. The output power command value relative to the amount of operation on the operation input unit can also be variable based on factors such as the operating range of the operation input unit, the operating speed of the operation input unit, and the attitude of the fuselage 12.

[0064] Even without any input from the pilot to the operation input unit, the output power command value can be automatically determined for hovering, regardless of the input input amount. Furthermore, when the aircraft 10 is under automatic control, the output power command value can be automatically determined according to a pre-set flight path, regardless of the input input amount.

[0065] The main power supply monitoring unit 88 monitors the status of each main power supply unit 32. For example, the main power supply monitoring unit 88 monitors whether the generator 46 is in operation as the status of the main power supply unit 32. When the generator 46 is in a stopped state, power cannot be supplied from the generator 46 to each VTOL motor 20V and each cruise motor 24C.

[0066] The motor control unit 90 controls each VTOL motor 20V, making the output power of each VTOL motor 20V the output power command value. The motor control unit 90 also controls each cruise motor 24C, making the output power of each cruise motor 24C the output power command value. Under specified conditions, the motor control unit 90 changes the output power distribution between each VTOL motor 20V and each cruise motor 24C.

[0067] [Output Power Control]

[0068] Figure 4 This is a flowchart illustrating the output power control process. Output power control is performed in the motor control unit 90. During the aircraft 10's startup state, this output power control is repeatedly executed at a predetermined cycle.

[0069] In step S1, the motor control unit 90 determines whether both the first generator 46a and the second generator 46b are in an operating state. If both the first generator 46a and the second generator 46b are in an operating state, the process proceeds to step S2. If one of the first generator 46a and the second generator 46b is in a stopped state, the process proceeds to step S3.

[0070] In step S2, the motor control unit 90 controls each VTOL motor 20V and each cruise motor 24C according to the output power command value. After this, the output power control ends. Through the processing of step S2, the output power of each VTOL motor 20V and each cruise motor 24C is approximately equal to the output power command value.

[0071] In step S3, the motor control unit 90 determines whether the generator in the stopped state is the first generator 46a or the second generator 46b. If the first generator 46a is in the stopped state, the process proceeds to step S4. If the second generator 46b is in the stopped state, the process proceeds to step S8.

[0072] When the first generator 46a is in a stopped state, the motor control unit 90 changes the output power distribution in the following steps S4 to S7.

[0073] In step S4, the motor control unit 90 makes the output power of the VTOL motor 20V of the first drive system 28 lower than the output power command value. After this, the process proceeds to step S5. Through the processing in step S4, the power consumption of the VTOL motor 20V of the first drive system 28 is reduced. Furthermore, if other conditions remain constant, the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the first drive system 28 is reduced.

[0074] In step S5, the motor control unit 90 makes the output power of the VTOL motor 20V of the second drive system 30 greater than the output power command value. After this, the process proceeds to step S6. Through the processing in step S5, the power consumption of the VTOL motor 20V of the second drive system 30 increases. Furthermore, if other conditions remain constant, the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the second drive system 30 increases.

[0075] In step S4, the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the first drive system 28 is reduced. Correspondingly, in step S5, the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the second drive system 30 is increased. Accordingly, the total thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the first drive system 28 and the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the second drive system 30 remains unchanged before and after the change in output power distribution.

[0076] In step S6, the motor control unit 90 reduces the output power of the cruise motor 24C of the first drive system 28 to 0. After this, the process proceeds to step S7. Through the processing in step S6, the power consumption of the cruise motor 24C of the first drive system 28 is reduced. The thrust generated by the cruise motor 24C driving the cruise rotor 22C of the first drive system 28 is 0.

[0077] In step S7, the motor control unit 90 sets the output power of the cruise motor 24C of the second drive system 30 to be greater than the output power command value. After this, the output power control ends. Through the processing in step S7, the power consumption of the cruise motor 24C of the second drive system 30 increases. Furthermore, if other conditions remain constant, the thrust generated by the cruise motor 24C driving the cruise rotor 22C of the second drive system 30 increases. The combined thrust generated by the cruise motor 24C driving the cruise rotor 22C of the first drive system 28 and the thrust generated by the cruise motor 24C driving the cruise rotor 22C of the second drive system 30 decreases compared to before the change in output power distribution.

[0078] When the second generator 46b is in a stopped state, the motor control unit 90 changes the output power distribution in the following steps S8 to S11.

[0079] In step S8, the motor control unit 90 makes the output power of the VTOL motor 20V of the second drive system 30 lower than the output power command value. After this, the process proceeds to step S9. Through the processing in step S8, the power consumption of the VTOL motor 20V of the second drive system 30 is reduced. Furthermore, if other conditions remain constant, the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the second drive system 30 is reduced.

[0080] In step S9, the motor control unit 90 makes the output power of the VTOL motor 20V of the first drive system 28 greater than the output power command value. After this, the process proceeds to step S10. Through the processing in step S9, the power consumption of the VTOL motor 20V of the first drive system 28 increases. Furthermore, if other conditions remain constant, the thrust generated by driving the VTOL rotor 18V through the VTOL motor 20V of the first drive system 28 increases.

[0081] In step S8, the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the second drive system 30 is reduced. Correspondingly, in step S9, the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the first drive system 28 is increased. Accordingly, the total thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the first drive system 28 and the thrust generated by driving the VTOL rotor 18V via the VTOL motor 20V of the second drive system 30 remains unchanged before and after the change in output power distribution.

[0082] In step S10, the motor control unit 90 reduces the output power of the cruise motor 24C of the second drive system 30 to 0. After this, the process proceeds to step S11. Through the processing in step S10, the power consumption of the cruise motor 24C of the second drive system 30 is reduced. The thrust generated by the cruise motor 24C driving the cruise rotor 22C of the second drive system 30 is 0.

[0083] In step S11, the motor control unit 90 sets the output power of the cruise motor 24C of the first drive system 28 to be greater than the output power command value. After this, the output power control ends. Through the processing in step S11, the power consumption of the cruise motor 24C of the first drive system 28 increases. Furthermore, if other conditions remain constant, the thrust generated by the cruise motor 24C driving the cruise rotor 22C increases. The combined thrust generated by the cruise motor 24C driving the cruise rotor 22C of the first drive system 28 and the thrust generated by the cruise motor 24C driving the cruise rotor 22C of the second drive system 30 decreases compared to before the change in output power distribution.

[0084] Figure 5 and Figure 6 This is an image showing the output power distribution in each VTOL motor 20V and each cruise motor 24C. Figure 5 and Figure 6 The percentage values ​​shown represent the ratio of output power to the output power command value in each VTOL motor 20V and each cruise motor 24C.

[0085] Figure 5 This example illustrates the output power distribution when both the first generator 46a and the second generator 46b are in operation. In this case, the motor control unit 90 controls the VTOL motor 20V and the cruise motor 24C of the first drive system 28 to make the output power equal to the output power command value. Similarly, the motor control unit 90 controls the VTOL motor 20V and the cruise motor 24C of the second drive system 30 to make the output power equal to the output power command value.

[0086] Figure 6 This example illustrates the output power distribution when the first generator 46a is in a stopped state and the second generator 46b is in an operating state. The motor control unit 90 controls the VTOL motor 20V of the first drive system 28 to make the output power lower than the output power command value. Conversely, the motor control unit 90 controls the VTOL motor 20V of the second drive system 30 to make the output power higher than the output power command value. Accordingly, the thrust generated by driving the VTOL rotor 18V through the VTOL motor 20V of the first drive system 28 decreases, and correspondingly, the thrust generated by driving the VTOL rotor 18V through the VTOL motor 20V of the second drive system 30 increases. Therefore, the total thrust generated by driving the VTOL rotor 18V through the VTOL motor 20V of the first drive system 28 and the thrust generated by driving the VTOL rotor 18V through the VTOL motor 20V of the second drive system 30 remains unchanged before and after the change in output power distribution.

[0087] Furthermore, the motor control unit 90 controls the cruise motor 24C of the first drive system 28 to have an output power of 0. The motor control unit 90 also controls the cruise motor 24C of the second drive system 30 to have an output power greater than the output power command value. Moreover, the combined thrust generated by the cruise motor 24C driving the cruise rotor 22C in the first drive system 28 and the combined thrust generated by the cruise motor 24C driving the cruise rotor 22C in the second drive system 30 is reduced compared to before the output power distribution was changed. Consequently, the thrust of the cruise rotor 22C is reduced as a whole in the aircraft 10. As a result, the airspeed of the aircraft 10 decreases, reducing drag on the fuselage 12 and thus improving power consumption. Therefore, the operating duration of the VTOL motor 20V and the cruise motor 24C in the first drive system 28 can be extended.

[0088] [Effects]

[0089] For example, if the gas turbine 44 of the first main power unit 32a stops, the first generator 46a will no longer be able to generate electricity. Even in this case, the VTOL motor 20V and cruise motor 24C of the first drive system 28 can continue to operate via the battery 50 of the first drive system 28. In the event that the generator 46 of one of the main power units 32 is no longer able to generate electricity, in order to extend the flight time of the aircraft 10, it is considered to increase the capacity of the battery 50. However, this increases the weight of the battery 50 and the weight of the fuselage 12. Furthermore, it increases the manufacturing cost of the aircraft 10.

[0090] In the flight controller 80 of this embodiment, the motor control unit 90 changes the output power distribution under the following circumstances: The following circumstances refer to a situation where power cannot be supplied from the first generator 46a to the VTOL motor 20V and cruise motor 24C of the first drive system 28, but power can be supplied from the second generator 46b to the VTOL motor 20V and cruise motor 24C of the second drive system 30. In this case, the VTOL motor 20V and cruise motor 24C of the first drive system 28 are driven by power from the battery 50 of the first drive system 28.

[0091] The output power distribution is changed as follows: The motor control unit 90 makes the output power of the VTOL motor 20V of the first drive system 28 lower than the output power command value, and makes the output power of the VTOL motor 20V of the second drive system 30 higher than the output power command value. Furthermore, the motor control unit 90 makes the output power of the cruise motor 24C of the first drive system 28 lower than the output power command value, and makes the output power of the cruise motor 24C of the second drive system 30 higher than the output power command value.

[0092] Accordingly, the power consumption of the VTOL motor 20V and cruise motor 24C of the first drive system 28 is reduced. Therefore, the operating duration of the VTOL motor 20V and cruise motor 24C of the first drive system 28, which are powered by the battery 50 of the first drive system 28, can be extended, thereby extending the endurance of the aircraft 10.

[0093] In the flight controller 80 of this embodiment, the motor control unit 90 reduces the combined thrust generated by the cruise motor 24C driving the cruise rotor 22C via the first drive system 28 and the cruise motor 24C driving the cruise rotor 22C via the second drive system 30 compared to before the change in output power distribution. Accordingly, the thrust of the cruise rotor 22C is reduced as a whole in the aircraft 10. As a result, the airspeed of the aircraft 10 decreases, reducing drag acting on the fuselage 12 and thus improving power consumption. Therefore, the operating duration of the VTOL motor 20V of the first drive system 28 and the cruise motor 24C can be extended, and the endurance of the aircraft 10 can be extended.

[0094] In the aircraft 10 of this embodiment, the number of VTOL rotors 18V driven by the VTOL motor 20V of the first drive system 28 and the number of VTOL rotors 18V driven by the VTOL motor 20V of the second drive system 30 are the same as those of the VTOL rotors 18V positioned on the left side of the fuselage 12 relative to the centerline A. Similarly, the number of VTOL rotors 18V driven by the VTOL motor 20V of the first drive system 28 and the number of VTOL rotors 18V driven by the VTOL motor 20V of the second drive system 30 are the same as those of the VTOL rotors 18V positioned on the right side of the fuselage 12 relative to the centerline A. Therefore, by reducing the thrust generated by driving the VTOL rotors 18V via the VTOL motor 20V of the first drive system 28 and increasing the thrust generated by driving the VTOL rotors 18V via the VTOL motor 20V of the second drive system 30, the attitude of the fuselage 12 can be stabilized.

[0095] Furthermore, the present invention is not limited to the embodiments described above, and various structures can be adopted without departing from the spirit of the present invention.

[0096] In the first embodiment, the first power supply circuit 38a and the second power supply circuit 38b are provided independently without being connected to each other. In contrast, the first power supply circuit 38a and the second power supply circuit 38b can also be connected by a switch.

[0097] In the first embodiment, one cruise rotor 22C is arranged on the left side and one cruise rotor 22C is arranged on the right side of the centerline A of the fuselage 12. Alternatively, two cruise rotors 22C may be arranged on the left side and two cruise rotors 22C on the right side of the fuselage 12. In this case, one cruise rotor 22C is driven by one cruise motor 24C. Alternatively, one cruise rotor 22C may be arranged at the center in the left-right direction of the fuselage 12. In this case, one cruise rotor 22C is driven by two cruise motors 24C.

[0098] Alternatively, the VTOL rotor 18V and cruise rotor 22C of the first embodiment can be made into a counter-rotating twin rotor. In this case, one of the two rotors of the counter-rotating twin rotor can be driven by the motor of the first drive system 28, and the other rotor can be driven by the motor of the second drive system 30.

[0099] [Inventions that can be obtained according to the embodiments]

[0100] The invention that can be mastered according to the above embodiments is described below.

[0101] A control device (80) for an aircraft (10), the aircraft (10) comprising: one or more first generators (46a) that generate electricity; one or more first batteries (50a, 50b) that store electricity; and one or more first electric motors (20V1_1, 20V4_1, 20V5_1, 20V8_1, 24C1_1, 24C3_1) that operate using electricity supplied from the first generators and the first batteries. The system includes: one or more second generators (46b) that generate electricity; one or more second batteries (50c, 50d) that store electricity; one or more second electric motors (20V2_2, 20V3_2, 20V6_2, 20V7_2, 24C2_2, 24C4_2) that operate using electricity supplied from the second generators and the second batteries; and multiple rotors (18V, 22C) that operate relative to the fuselage (12... The control device generates thrust and includes a motor control unit (90) that controls the first motor and the second motor respectively. The rotor is driven by one of the first motor and the second motor, or by both of them. The motor control unit performs the following control: in a state where power cannot be supplied from the first generator to the first motor but power can be supplied from the second generator to the second motor, compared to a state where power can be supplied from both the first and second generators, the thrust generated by driving the rotor through the first motor is reduced, thereby reducing the power consumption of the first motor, and the thrust generated by driving the rotor through the second motor is increased. Accordingly, the operating duration of the first motor can be extended, thereby extending the aircraft's endurance.

[0102] In the aforementioned aircraft control device, the first electric motor and the second electric motor may each drive a horizontal rotor (22C) that generates thrust in the horizontal direction. The electric motor control unit performs the following control: in a state where power cannot be supplied from the first generator to the first electric motor but power can be supplied from the second generator to the second electric motor, compared to a state where power can be supplied from both the first and second generators, the total thrust generated by the horizontal rotor driven by the first electric motor and the thrust generated by the horizontal rotor driven by the second electric motor are reduced. Accordingly, the operating duration of the first electric motor can be extended, thereby extending the aircraft's endurance.

[0103] In the aforementioned aircraft control device, the number of rotors disposed on one side relative to the center in the left-right direction of the fuselage is the same as the number of rotors disposed on the other side; the number of rotors on one side driven by the first electric motor is the same as the number of rotors driven by the second electric motor; and the number of rotors on the other side driven by the first electric motor is the same as the number of rotors driven by the second electric motor. This allows for stable fuselage attitude.

[0104] In the aforementioned aircraft control device, the rotors can be either vertical rotors (18V) that generate thrust in the vertical direction or horizontal rotors that generate thrust in the horizontal direction. Accordingly, the vertical or horizontal rotors can be driven for extended periods, thereby extending the aircraft's endurance.

Claims

1. A control device (80) for an aircraft (10), the aircraft (10) comprising: One or more first generators (46a) that generate electricity are driven by a first gas turbine; One or more first batteries (50a, 50b) that store electricity; One or more first electric motors (20V1_1, 20V4_1, 20V5_1, 20V8_1, 24C1_1, 24C3_1) operate by means of power supplied from the first generator and the first battery; One or more second generators (46b) that generate electricity are driven by a second gas turbine; One or more second batteries (50C, 50D) that store electricity; One or more second electric motors (20V2_2, 20V3_2, 20V6_2, 20V7_2, 24C2_2, 24C4_2) operate by means of power supplied from the second generator and the second battery; Multiple rotors (18V, 22C) generate thrust on the fuselage (12). Its features are, The control device (80) of the aircraft (10) includes a motor control unit (90), which controls the first motor and the second motor respectively. The rotor is driven by one of the first electric motor and the second electric motor, or by both the first electric motor and the second electric motor. The motor control unit performs the following controls: In a state where power cannot be supplied from the first generator to the first motor but power can be supplied from the second generator to the second motor, the first motor is driven by power supplied by the first battery, and the second motor is driven by power supplied by the second generator and the second battery. Compared to a state where power can be supplied from both the first and second generators, the thrust generated by driving the rotor with the first motor is reduced, thereby reducing the power consumption of the first motor and increasing the thrust generated by driving the rotor with the second motor.

2. The aircraft control device according to claim 1, characterized in that, The first electric motor and the second electric motor respectively drive the horizontal rotor (22C) that generates thrust in the horizontal direction. The motor control unit performs the following controls: In a state where power cannot be supplied from the first generator to the first motor but power can be supplied from the second generator to the second motor, compared to a state where power can be supplied from both the first and second generators, the combined thrust generated by the first motor driving the horizontal rotor and the thrust generated by the second motor driving the horizontal rotor are reduced.

3. The aircraft control device according to claim 1, characterized in that, The number of rotors disposed on one side of the fuselage relative to its center in the left-right direction is the same as the number of rotors disposed on the other side. The number of rotors driven by the first electric motor and the number of rotors driven by the second electric motor in the rotors configured on one side are the same. The number of rotors driven by the first electric motor in the rotors configured on the other side is the same as the number of rotors driven by the second electric motor.

4. The control device for an aircraft according to any one of claims 1 to 3, characterized in that, The rotors are either vertical rotors (18V) that generate thrust in the vertical direction or horizontal rotors that generate thrust in the horizontal direction.

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