Flight control device, flight control program, and flight control method

Abstract

A flight control device performs flight control processing for causing an eVTOL to fly. In the flight control processing steps (S104 to S106), the flight control device determines whether or not the eVTOL can be maintained in a stable attitude. In step (S104), a determination is made as to whether or not the eVTOL can be maintained in a stable posture even if the driving of the motor is abnormally stopped. In the steps (S105, S106), a determination is made as to whether or not the eVTOL can be maintained in a stable posture even if the driving of the abnormal motor is continued. When it is determined that the eVTOL can be maintained in the stable attitude, the flight control device (40) performs output adjustment of the normal motor and / or the abnormal motor in steps S107 to S110 so as to maintain the eVTOL in the stable attitude.

Description

Citation of related applications

[0001] This application is based on patent application No. 2022-091182 filed in Japan on June 3, 2022, and the contents of the basic application are incorporated herein by reference in their entirety. Technical Field

[0002] The disclosure in this specification relates to a flight control device, a flight control program, and a flight control method. Background Art

[0003] Patent document 1 describes a flying object that flies with multiple rotors. The drone is provided with multiple motors that drive the rotors to rotate. The multiple motors individually drive the multiple rotors to rotate. In the drone, a flight control device monitors whether the motors rotate normally. Prior art literature Patent Literature

[0004] Patent Document 1: Japanese Patent Application Publication No. 2020-196440 Summary of the invention

[0005] In the above-mentioned Patent Document 1, it is considered that when an abnormality occurs in the motor, the monitoring result of the flight control device includes the abnormal rotation of the abnormal motor. However, if an abnormality occurs in the motor, the posture of the flying object may be unstable, thereby reducing the safety of the flying object.

[0006] An object of the present disclosure is to provide a flight control device, a flight control program, and a flight control method, which can improve the safety of an electric flying object when an abnormality occurs in a flying electric motor.

[0007] The various embodiments disclosed in this specification use different technical means to achieve each purpose. In addition, the claims and the symbols in parentheses described therein are examples of the correspondence relationship with the specific elements described in the embodiment described later as one embodiment, and do not limit the technical scope.

[0008] In order to achieve the above object, the disclosed method is a flight control device, The flight control device controls the driving of the flight motor to maintain the electric flying body including a plurality of flight motors in a stable posture, and the flight control device includes: a maintenance determination unit that determines whether the electric flying body can be maintained in a stable posture for at least one of a state in which the driving of the abnormal motor that has the abnormality among the plurality of flying motors is stopped and a state in which the driving of the abnormal motor is continued when an abnormality has occurred in the flying motor; and The output adjustment unit adjusts the output of at least one of a normal motor without abnormality and an abnormal motor among the plurality of flight motors to maintain the electric flying body in a stable posture when it is determined that the electric flying body can be maintained in a stable posture.

[0009] According to the flight control device, when an abnormality occurs in the flight motor, a determination is made as to whether the electric flying body can be maintained in a stable posture for at least one of a state in which the driving of the abnormal motor is stopped and a state in which the driving of the abnormal motor is continued. Therefore, even if the driving of the abnormal motor is not actually stopped or continued, the posture of the electric flying body can be estimated.

[0010] Furthermore, when it is determined that the electric flying body can be maintained in a stable posture, the output of at least one of the abnormal motor and the normal motor is adjusted to maintain the electric flying body in a stable posture. Therefore, even if the driving of the abnormal motor is actually stopped or continued, the electric flying body can be maintained in a stable posture by the abnormal motor and the normal motor.

[0011] As described above, when an abnormality occurs in the flying motor, the safety of the electric flying object can be improved.

[0012] One disclosed method is a flight control program, The flight control program controls the driving of the flight motors to maintain the electric flying body including the plurality of flight motors in a stable posture. The flight control program causes at least one processor to function as a maintenance determination unit and an output adjustment unit. The maintenance determination unit determines whether the electric flying body can be maintained in a stable posture based on at least one of a state in which the abnormal motor among the plurality of flying motors is stopped from driving and a state in which the abnormal motor is continued to drive when an abnormal motor occurs. When determining that the electric flying object can be maintained in a stable posture, the output adjustment unit adjusts the output of at least one of a normal motor without abnormality and an abnormal motor among the plurality of flying motors to maintain the electric flying object in a stable posture.

[0013] According to the flight control program, similar to the flight control device, it is possible to improve the safety of the electric flying object when an abnormality occurs in the flying motor.

[0014] One disclosed aspect is a flight control method, The flight control method controls the driving of the flight motor to maintain the electric flying body including a plurality of flight motors in a stable posture. The flight control method comprises the following steps in a process executed by at least one processor: When an abnormality occurs in a flight motor, it is determined whether the electric flying body can be maintained in a stable posture for at least one of a state in which the abnormal motor among the plurality of flight motors is stopped from driving and a state in which the abnormal motor is continued to drive. When it is determined that the electric flying object can be maintained in a stable posture, output adjustment is performed on at least one of a normal motor without abnormality and an abnormal motor among the plurality of flying motors so as to maintain the electric flying object in a stable posture.

[0015] According to the flight control method, similar to the flight control device, when an abnormality occurs in the flight motor, the safety of the electric flying object can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a diagram showing the structure of the eVTOL in the first embodiment. Figure 2 is a block diagram showing the electrical structure of the flight system and EPU. Figure 3 is a flow chart showing the steps of the flight control process. Figure 4 Detailed description of the invention is given in the following flowchart. Figure 5 1 is a flowchart showing the procedure of the flight control process in the third embodiment. Figure 6 It is a block diagram showing the electrical structure of the flight system and EPU in the fourth embodiment. Figure 7 is a flow chart showing the steps of the flight control process. Figure 8 It is a block diagram showing the electrical structure of the flight system and EPU in the fifth embodiment. Fig. 9 is a flow chart showing the steps of the flight control process. DETAILED DESCRIPTION

[0017] Hereinafter, with reference to the accompanying drawings, a plurality of methods for implementing the present disclosure will be described. In each method, sometimes the same reference numerals are marked on the parts corresponding to the matters described in the previous method, and repeated descriptions are omitted. In the case where only a part of the structure is described in each method, other methods previously described can be applied to the other parts of the structure. Not only are the combinations of the parts that can be combined specifically and clearly recorded in each embodiment, but as long as there is no obstacle to the combination, the embodiments can also be partially combined even if not clearly recorded.

[0018] <First embodiment> Figure 1 The flight system 30 shown is installed on the eVTOL 10. The eVTOL 10 is an electric vertical take-off and landing aircraft. An electric vertical take-off and landing aircraft is an electric vertical take-off and landing aircraft that can take off and land vertically. eVTOL is the abbreviation of electric Vertical Take-Off and Landing aircraft. The eVTOL 10 is an electric aircraft that flies in the atmosphere, which is equivalent to an electric flying object and an electric aircraft. The eVTOL 10 can be either a manned flying object with passengers on board or an unmanned flying object without passengers on board. The eVTOL 10 is operated by a pilot as an operator. The pilot can operate the eVTOL 10 as a passenger, or can remotely operate the eVTOL 10 without riding the eVTOL 10. The flight system 30 is a system for driving the eVTOL 10 to fly. The flight system 30 is sometimes referred to as a propulsion system.

[0019] The eVTOL 10 has a fuselage 11 and a rotor 20. The fuselage 11 has a fuselage body 12 and wings 13. The fuselage body 12 is the body of the fuselage 11, and has a shape extending in the front and rear direction, for example. The fuselage body 12 has a passenger compartment for passengers to sit. The wings 13 extend from the fuselage body 12, and a plurality of wings are provided on the fuselage body 12. The wings 13 are fixed wings. The plurality of wings 13 include a main wing, a tail wing, and the like.

[0020] In the eVTOL 10, the fuselage body 12 extends along the roll axis AX. In the eVTOL 10, the roll axis AX extends in the front-rear direction of the fuselage 11, the pitch axis AY extends in the width direction of the fuselage 11, and the yaw axis AZ extends in the up-down direction of the fuselage 11. The roll axis AX, the pitch axis AY, and the yaw axis AZ are orthogonal to each other and all pass through the fuselage center of gravity Gp. The fuselage center of gravity Gp is ​​the center of gravity of the eVTOL 10, for example, the center of gravity of the eVTOL 10 at the empty weight.

[0021] A plurality of rotors 20 are provided on the fuselage 11. The eVTOL 10 is a multi-rotor aircraft (Japanese: マルチコプタ) having at least three rotors 20. For example, at least four rotors 20 are provided on the fuselage 11. The rotors 20 are respectively provided on the fuselage main body 12 and the wing 13. The rotor 20 rotates about the rotor axis. The rotor axis is, for example, the center line of the rotor 20. The rotor 20 is a rotary wing and can generate thrust and lift for the eVTOL 10. In addition, the force generated when the eVTOL 10 ascends is sometimes referred to as thrust. In addition, the rotor 20 is sometimes referred to as a propeller.

[0022] The rotor 20 has blades 21, a rotor head 22, and a rotor shaft 23. A plurality of blades 21 are arranged in the circumferential direction of the rotor axis. The rotor head 22 connects the plurality of blades 21. The blade 21 extends radially from the rotor head 22 along the rotor axis. The blade 21 is a blade that rotates together with the rotor shaft 23. The rotor shaft 23 is the rotation axis of the rotor 20 and extends along the rotor axis from the rotor head 22.

[0023] The flight modes of the eVTOL 10 include vertical takeoff, vertical landing, cruising, and hovering, etc. As vertical takeoff, the eVTOL 10 can, for example, take off from the takeoff location by ascending vertically without taxiing. As vertical landing, the eVTOL 10 can, for example, land at the landing location by descending vertically without taxiing. As cruising, the eVTOL 10 can, for example, fly in a manner of moving horizontally. As hovering, the eVTOL 10 can, for example, fly in a manner of stopping at a specified position in the air.

[0024] The eVTOL 10 is a tilt-rotor aircraft (Japanese: チルトロータ機). In the eVTOL 10, the rotor 20 can be tilted. That is, the pitch angle of the rotor 20 can be adjusted. For example, when the eVTOL 10 ascends, the orientation of the rotor 20 is set such that the rotor axis extends in the up-and-down direction. In this case, the rotor 20 functions as a lifting rotor for generating lift for the eVTOL 10. The lifting rotor also functions as a hovering rotor for hovering the eVTOL 10. In addition, the lifting rotor can also make the eVTOL 10 descend. In addition, the hovering rotor is sometimes referred to as a hover rotor (Japanese: ホバー用ロータ).

[0025] When the eVTOL 10 moves forward, the direction of the rotor 20 is set so that the rotor axis extends in the front-rear direction. In this case, the rotor 20 functions as a cruise rotor for generating thrust for the eVTOL 10. In the present embodiment, the front direction for the pilot is regarded as the front direction for the eVTOL 10. In addition, the moving direction of the eVTOL 10 in the horizontal direction may be regarded as the front direction regardless of the front direction for the pilot.

[0026] The eVTOL 10 has a tilt mechanism (not shown). The tilt mechanism is configured to include an electric motor and the like, and is driven to adjust the pitch angle of the rotor 20. The tilt mechanism is sometimes referred to as a tilt drive unit. For example, in the eVTOL 10, the wing 13 can be tilted relative to the fuselage body 12. That is, the rotor 20 can be tilted for each wing 13. In the eVTOL 10, the pitch angle of the rotor 20 is adjusted by adjusting the tilt angle of the wing 13 relative to the fuselage body 12. In the eVTOL 10, the mechanism for adjusting the tilt angle of the wing 13 is the tilt mechanism.

[0027] In addition, in the eVTOL 10, the rotor 20 may also be able to tilt relative to the fuselage 11. For example, the pitch angle of the rotor 20 may also be adjusted by adjusting the relative tilt angle of the rotor 20 relative to the wing 13.

[0028] like Figure 1 , Figure 2 As shown, the flight system 30 has a battery 31, a distributor 32, a posture sensor 35, a flight control device 40, and an EPU 50. The EPU 50 has a rotation sensor 55, a current sensor 56, a voltage sensor 57, a motor temperature sensor 58, and an inverter temperature sensor 59. The flight control device 40 has a processor 41 and a memory 42. Figure 2 , the attitude sensor 35 is illustrated as PS, the flight control device 40 is illustrated as FCD, the processor 41 is illustrated as PRO, and the memory 42 is illustrated as FSD. In addition, the rotation sensor 55 is illustrated as RS, the current sensor 56 is illustrated as IS, the voltage sensor 57 is illustrated as VS, the motor temperature sensor 58 is illustrated as MTS, and the inverter temperature sensor 59 is illustrated as ITS.

[0029] The EPU 50 is a device for driving the rotor 20 to rotate, and is equivalent to a drive device. EPU is the abbreviation of Electric Propulsion Unit. The EPU 50 is sometimes referred to as an electric drive device. The EPU 50 is provided separately for each of the plurality of rotors 20. The EPU 50 is arranged on the rotor 20 along the rotor axis. The plurality of EPUs 50 are fixed to the fuselage 11. The EPU 50 supports the rotor 20 in a rotatable manner. The EPU 50 is connected to the rotor shaft 23.

[0030] The rotor 20 is fixed to the fuselage 11 via the EPU 50. The EPU 50 does not tilt relative to the rotor 20. The EPU 50 can tilt together with the rotor 20. When the pitch angle of the rotor 20 is adjusted, the orientation of the EPU 50 is set together with the rotor 20.

[0031] The EPU 50 has a motor device 80 and an inverter device 60. The motor device 80 has a motor 81. The EPU 50 has a motor device 80, and thus has a motor 81. In the motor device 80, the motor 81 is housed in a motor housing. The motor 81 is a multi-phase AC motor, for example, a three-phase or six-phase AC rotary motor. The motor 81 is a flight drive source for the eVTOL 10 and functions as a motor. The motor 81 can make the eVTOL 10 fly by driving the rotor 20 to rotate. The motor 81 is a flight motor for making the eVTOL 10 fly. The motor 81 is driven by the power of the battery 31. The EPU 50 drives the rotor 20 to rotate by driving the motor 81. As the motor 81, for example, a brushless motor is used.

[0032] The motor 81 includes a motor stator 82, a motor rotor 83, and a motor shaft 84. The motor shaft 84 is driven to rotate relative to the motor stator 82 together with the motor rotor 83. The motor shaft 84 is connected to the rotor shaft 23 and rotates together with the rotor shaft 23. The motor device 80 can drive the rotor 20 to rotate as the motor 81 is driven to rotate. The motor rotor 83 rotates around the motor axis. The motor axis is the center line of the motor 81. In the EPU 50, the motor device 80 and the inverter device 60 are arranged along the motor axis.

[0033] The motor stator 82 has a multi-phase coil 85. The coil 85 is formed by a plurality of coil portions. The coil portion is formed by winding a coil wire such as an electric wire. For example, a multi-phase coil 85 is formed by arranging a plurality of coil portions along the circumferential direction of the motor axis. In this embodiment, a three-phase motor is used as the motor 81, and a three-phase coil is used as the coil 85.

[0034] The inverter device 60 has an inverter circuit 61 and a motor control unit 62. In the inverter device 60, the inverter circuit 61 and the motor control unit 62 are housed in an inverter housing. The inverter circuit 61 drives the motor 81 by converting the power supplied to the motor 81. The inverter circuit 61 is sometimes referred to as a drive unit. The inverter circuit 61 converts the power supplied to the motor 81 from direct current to alternating current. The inverter circuit 61 is a power conversion unit that converts power. The inverter circuit 61 is a multi-phase power conversion unit that performs power conversion for multiple phases respectively. The inverter circuit 61 is, for example, a three-phase inverter, sometimes referred to simply as an inverter. The motor 81 is driven according to the voltage and current supplied from the inverter circuit 61.

[0035] The motor control unit 62 controls the motor via the inverter circuit 61. The motor control unit 62 controls the motor 81 by controlling the inverter circuit 61. The motor control unit 62 is electrically connected to the flight control device 40, and controls the motor based on a signal from the flight control device 40.

[0036] The rotation sensor 55 detects the rotation speed of the motor 81 as the motor rotation speed. The rotation sensor 55 is configured to include, for example, an encoder, a resolver, etc. The current sensor 56 detects the current flowing through the motor 81 as the motor current. The current sensor 56 detects the motor current for each of a plurality of phases, for example. The voltage sensor 57 detects the voltage input to the motor 81 as the motor voltage. The rotation sensor 55, the current sensor 56, and the voltage sensor 57 are, for example, provided in the motor device 80. In addition, the rotation sensor 55, the current sensor 56, and the voltage sensor 57 may also be provided in the inverter device 60.

[0037] The motor temperature sensor 58 is provided in the motor device 80, for example, and detects the temperature of the motor device 80 as the motor temperature. The motor temperature sensor 58 detects the temperature of a portion of the motor device 80 that is likely to increase in temperature as the motor 81 is driven, for example. As the portion that is likely to increase in temperature, the motor temperature sensor 58 detects the temperature of the motor stator 82 or the motor rotor 83, for example.

[0038] The inverter temperature sensor 59 is provided in the inverter device 60, for example, and detects the inverter temperature of the inverter device 60 as the inverter temperature. The inverter temperature sensor 59 detects, for example, the temperature of a portion of the inverter device 60 that is likely to increase in temperature as the inverter circuit 61 is driven. As the portion that is likely to increase in temperature, the inverter temperature sensor 59 detects, for example, the temperature of the inverter circuit 61.

[0039] The battery 31 is electrically connected to a plurality of EPUs 50. The battery 31 is a power supply unit that supplies power to the EPU 50, and is equivalent to a power supply unit. The battery 31 is a DC voltage source that applies a DC voltage to the EPU 50. The battery 31 has a secondary battery that can be charged and discharged. As the secondary battery, there are lithium-ion batteries, nickel-hydrogen batteries, and the like. In addition, as a power supply unit, in addition to or instead of the battery 31, a fuel cell or a generator may be used. The battery 31 can store electricity, and is equivalent to a power storage device.

[0040] The distributor 32 is electrically connected to the battery 31 and the plurality of EPUs 50. The distributor 32 distributes the power from the battery 31 to the plurality of EPUs 50. The battery 31 is electrically connected to the plurality of EPUs 50 via the distributor 32. The battery 31 supplies power to the EPUs 50 via the distributor 32. In addition, as long as the power of the battery 31 is supplied to the plurality of EPUs 50, the distributor 32 may not be provided. As a structure that does not require the distributor 32, for example, there is a structure in which a power supply unit is provided separately for each of the plurality of EPUs 50.

[0041] The eVTOL 10 includes a propulsion device 135. The propulsion device 135 includes a rotor 20 and an EPU 50. The propulsion device 135 can propel the eVTOL 10 by driving the rotor 20 to rotate via the EPU 50. The propulsion device 135 is a device in which the rotor 20 and the EPU 50 are integrated.

[0042] The posture sensor 35 detects the posture of the eVTOL 10. The posture of the eVTOL 10 is sometimes referred to as a fuselage posture. When the eVTOL 10 is flying, the posture of the eVTOL 10 is sometimes referred to as a flight posture. The posture sensor 35 outputs a detection signal corresponding to the posture of the eVTOL 10. The eVTOL 10 has at least one of a velocity sensor, a gyro sensor, and an altitude sensor as the posture sensor 35.

[0043] The speed sensor is a speed sensor that detects the speed of the eVTOL 10. For example, the speed sensor detects the speed of the eVTOL 10 in at least one of the extending directions of the roll axis AX, the extending directions of the pitch axis AY, and the extending directions of the yaw axis AZ. The gyro sensor is an angular velocity sensor that detects the angular velocity of the eVTOL 10. For example, the gyro sensor detects the angular velocity of the eVTOL 10 in each of the roll direction, the pitch direction, and the yaw direction. The roll direction is the circumferential direction of the roll axis AX, the pitch direction is the circumferential direction of the pitch axis AY, and the yaw direction is the circumferential direction of the yaw axis AZ. The height sensor is a sensor that detects the height of the eVTOL 10.

[0044] The sensors 35, 55 to 59 are electrically connected to the flight control device 40. The sensors 35, 55 to 59 output detection signals to the flight control device 40. In addition, the sensors 35, 55 to 59 may be electrically connected to the motor control unit 62. In this configuration, the detection signals of the sensors 35, 55 to 59 are input to the flight control device 40 via the motor control unit 62.

[0045] Figure 2 The flight control device 40 shown is, for example, an ECU, which performs flight control for making the eVTOL 10 fly. The flight control device 40 is a control device that controls the flight system 30, for example, controls the EPU 50. ECU is an abbreviation for Electronic Control Unit. The flight control device 40 is mainly composed of a computer. The computer has a processor 41, a memory 42, an input and output interface, a bus connecting them, etc. The flight control device 40 executes various processes such as flight control processing for flight control by executing a control program stored in the memory 42 by the processor 41.

[0046] The processor 41 is hardware for arithmetic processing in conjunction with the memory 42. The processor 41 performs various processing such as flight control processing by accessing the memory 42. The memory 42 is a storage medium storing control programs and the like. For example, the memory 42 is a non-transitory physical recording medium that non-temporarily stores programs and data that can be read by a computer. In addition, the non-transitory physical recording medium is a non-transitory tangible storage medium (non-transitory tangible storage medium) implemented by a semiconductor memory or a magnetic disk and the like. The control program for performing flight control and the like are stored in the memory 42. The control program for performing flight control is equivalent to the flight control program. The memory 42 is sometimes referred to as a storage unit.

[0047] The flight control device 40 is electrically connected to the EPU 50. The flight control device 40 performs flight control based on the detection results of various sensors. The flight control includes EPU control for driving the EPU 50. The EPU control includes motor control for driving the motor 81. The detection results of various sensors include the detection results of sensors 35 and 55 to 59.

[0048] The flight control device 40 controls the driving of the motor 81 and the EPU 50 so that the eVTOL 10 flies in a stable posture. The stable posture is a posture in which the angle of the eVTOL 10 is a normal angle and is stable. If the angle of the eVTOL 10 is within the allowable range, the angle of the eVTOL 10 is a normal angle. As the angle of the eVTOL 10, for example, there are an angle in the roll direction, an angle in the pitch direction, and an angle in the yaw direction. If the angle in the roll direction, the angle in the pitch direction, and the angle in the yaw direction are respectively within the allowable range, the angle of the eVTOL 10 is a normal angle. In the stable posture, the angle change of the eVTOL 10 is within the allowable range. The angle change is expressed, for example, as an angular velocity. In the stable posture, in the eVTOL 10, the angular velocity in the roll direction, the angular velocity in the pitch direction, and the angular velocity in the yaw direction are respectively within the allowable range.

[0049] The posture of the eVTOL 10 includes a normal posture and an abnormal posture. The stable posture is included in the normal posture. When the posture of the eVTOL 10 is stable, the eVTOL 10 is in a stable posture. When the posture of the eVTOL 10 is unstable, the eVTOL 10 does not become a stable posture. In this case, the eVTOL 10 is, for example, in an abnormal posture.

[0050] Reference Figure 3 The flight control of the eVTOL 10 is described with reference to the flowchart of FIG. The flight control device 40 repeatedly executes the flight control process in a predetermined control cycle. The flight control device 40 has a function of executing the process of each step of the flight control process. The control method executed by the flight control process corresponds to the flight control method.

[0051] The flight control device 40 is Figure 3 In step S101 shown, the state of the motor 81 is acquired as the motor state. The flight control device 40 acquires the motor state for all the motors 81. The flight control device 40 acquires the motor state using detection signals of sensors 55 to 59 and the like. The motor state is the driving state of the motor 81, such as the motor output. The motor output is the output of the motor 81, such as the workload, torque, rotation speed, etc. of the motor 81. The motor output is calculated using at least one of the motor speed, motor current, motor voltage, and motor temperature. The motor output is a detection value calculated using detection signals of sensors 55 to 58 and the like. The motor output is a detection value each time, such as an instantaneous value. The motor 81 generates thrust or lift corresponding to the motor output. The electric power supplied to the motor 81 is the electric power used to cause the motor 81 to generate thrust or lift.

[0052] The flight control device 40 obtains the EPU state by obtaining the motor state. The EPU state is the driving state of the EPU 50, for example, the EPU output. The EPU output is determined by the motor output. In this embodiment, since one EPU 50 has one motor 81, the EPU output is the motor output.

[0053] The flight control device 40 determines whether a motor abnormality has occurred in step S102. The flight control device 40 determines whether a motor abnormality has occurred for all motors 81. This determination uses, for example, the motor state. The motor abnormality is an abnormality of the motor device 80. The motor abnormality includes an abnormality of the motor 81. Examples of motor abnormalities include excessive or insufficient motor output and abnormal high temperature of the motor temperature. The flight control device 40 determines, for example, whether the motor output at a predetermined time is excessive or insufficient, and whether the motor output at a predetermined time is too small. For example, if the motor output at a predetermined time is greater than an allowable range, the flight control device 40 determines that the motor output is excessive and determines that a motor abnormality has occurred. In addition, if the motor output at a predetermined time is less than an allowable range, the flight control device 40 determines that the motor output is too small and determines that a motor abnormality has occurred. In addition, if the motor temperature at a predetermined time is higher than the allowable range, the flight control device 40 determines that the motor temperature is high and determines that a motor abnormality has occurred. In the case of a motor abnormality, the flight control device 40 acquires the position and number of the motor 81 in which the abnormality has occurred.

[0054] As the cause of the motor abnormality, there are physical abnormalities, mechanical abnormalities, abnormalities of the control system, abnormalities of the power supply system, etc., which occur in the motor device 80 and the inverter device 60. When the motor abnormality occurs, the fuselage posture of the eVTOL 10 may become unstable due to the presence of the abnormal motor and the abnormal EPU. The abnormal motor is the motor 81 in which the abnormality occurs. The abnormal EPU is the EPU 50 having the abnormal motor. When the output of the abnormal motor at a predetermined time is too large, the rotor 20 driven to rotate by the abnormal motor may over-rotate and generate excess thrust or excess lift. If the output of the abnormal motor is too large in this way, the fuselage posture is likely to become unstable. On the other hand, when the output of the abnormal motor at a predetermined time is too small, the rotor 20 driven to rotate by the abnormal motor may not rotate enough, resulting in insufficient thrust or lift. In addition, when the temperature of the abnormal motor at a predetermined time is higher than the allowable range, it may be difficult to continue to drive the abnormal motor continuously, and the output of the abnormal motor needs to be limited. Moreover, if the output of the abnormal motor is limited, the output of the abnormal motor may become too small, resulting in insufficient thrust or lift. If the output of the abnormal motor is insufficient in this way, the posture of the fuselage tends to become unstable.

[0055] If no motor abnormality occurs, the flight control device 40 proceeds to step S112 and performs normal posture processing. In the normal posture processing, the outputs of the normal motors and the normal EPU are adjusted so that the flight posture of the eVTOL 10 becomes a stable posture. The normal motor is the motor 81 that has no abnormality. The normal EPU is the EPU 50 that does not have an abnormal motor. In the normal posture processing, it is assumed that all the motors 81 installed in the eVTOL 10 are normal motors, and the outputs of the normal motors can be adjusted.

[0056] Normal posture processing includes output setting processing and output adjustment processing. In the output setting processing, the overall output required to make the eVTOL 10 fly and the individual output required to maintain the eVTOL 10 in a stable posture are calculated. The overall output is the output generated by all motors 81 and the sum of the requested outputs requested for all motors 81. The individual output is the output generated by all motors 81 and the requested output requested for all motors 81. The flight control device 40 makes an output request to the motor 81 by outputting a command signal to the motor 81. The requested output is calculated based on the operation method of the operating unit, etc. The operating unit is an operating object such as a joystick operated by the pilot.

[0057] In the output adjustment process, target outputs are set for all motors 81 so that all motors 81 generate individual outputs. In the output adjustment process, output adjustment is performed for all motors 81 so that the motor outputs become target outputs. In the output adjustment process, for example, torque, current, etc. are set as target outputs.

[0058] Even if there is one motor 81 that has an abnormality, the flight control device 40 considers that a motor abnormality has occurred and proceeds to step S103. In step S103, the flight control device 40 determines whether the abnormal motor can be driven. The flight control device 40, for example, determines whether power can be supplied to the abnormal motor, whether the abnormal motor can withstand the drive, etc. In addition, the flight control device 40, for example, determines whether a secondary abnormality occurs with the drive of the abnormal motor. When the output of the abnormal motor is too large, as a secondary abnormality, there is a case where the output of the abnormal motor becomes larger. In addition, when the temperature of the abnormal motor is high, as a secondary abnormality, there is a case where the temperature of the abnormal motor further rises. In the determination of whether a secondary abnormality occurs, the detection signals of sensors 55 to 59 are used.

[0059] If the abnormal motor cannot be driven, the flight control device 40 proceeds to step S107 and performs a drive stop process. In the drive stop process, a process for stopping the drive of the abnormal motor is performed. In the drive stop process, the drive of the abnormal motor is stopped, for example, by stopping the power supply to the abnormal motor.

[0060] After step S107, the flight control device 40 performs abnormal posture processing in step S110. In the abnormal posture processing, the output of the normal motor is adjusted in the state where the driving of the abnormal motor is stopped so as to maintain the eVTOL 10 in a stable posture. For example, in the case where there is an abnormal motor on the right wing side of the eVTOL 10, the flight control device 40 increases the output of the normal motor remaining on the right wing side. In this case, the flight control device 40 can balance the output on the right wing side and the left wing side of the eVTOL 10. Therefore, even if the driving of the abnormal motor is stopped, the eVTOL 10 is easy to be in a stable posture.

[0061] The flight control device 40 performs a notification process in step S111. As the notification process, the flight control device 40 performs an abnormality notification notifying that a motor abnormality has occurred. In the notification process, the occurrence of a motor abnormality is notified to the pilot or the like. In the notification process, abnormal motor information related to the abnormal motor is notified. As the abnormal motor information, there is information indicating the position and number of abnormal motors in the eVTOL 10. In addition, as the abnormal motor information, there is information indicating that the driving of the abnormal motor is stopped, information indicating that the driving of the abnormal motor is continued, and information indicating the output of the abnormal motor. In the notification process, the occurrence of the motor abnormality is notified by sound, image, etc.

[0062] In the notification process, it is also possible to notify posture information related to the posture of the eVTOL 10. The posture information includes information indicating that the eVTOL 10 is maintained in a stable posture and information indicating that the eVTOL 10 is not in a stable posture.

[0063] If the abnormal motor can be driven, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture in steps S104 to S106. The function of executing the processing of steps S104 to S106 in the flight control device 40 corresponds to a maintenance determination unit. If the eVTOL 10 can be maintained in a stable posture, the flight control device 40 adjusts the output of at least one of the normal motor and the abnormal motor in steps S107 to S110 to maintain the eVTOL 10 in a stable posture. The function of executing the processing of steps S107 to S109 in the flight control device 40 corresponds to an output adjustment unit.

[0064] In step S104, the flight control device 40 determines whether to stop driving the abnormal motor. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal motor is stopped. The flight control device 40 assumes that the driving of the abnormal motor is stopped, and uses the normal motor information and the abnormal motor information to determine whether the eVTOL 10 can be maintained in a stable posture. The normal motor information includes information indicating the driving state of all normal motors, information indicating the magnitude of the current output, and the maximum output that can be output. For example, when there is an abnormal motor on the right wing side of the eVTOL 10, the flight control device 40 assumes that the driving of the abnormal motor is stopped, and determines whether the eVTOL 10 can be maintained in a stable posture by increasing the output of the normal motor on the right wing side. The function of executing the process of step S104 in the flight control device 40 corresponds to the stop determination unit.

[0065] When the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal motor is stopped, the flight control device 40 proceeds to step S107 to stop the driving of the abnormal motor. In this case, the flight control device 40 performs the drive stop processing in step S107, similar to the case where the abnormal motor cannot be driven. The function of executing the processing of step S107 in the flight control device 40 corresponds to the drive stop unit. After step S107, the flight control device 40 performs the processing of steps S110 and S111.

[0066] When the eVTOL 10 cannot be maintained in a stable posture when the driving of the abnormal motor is stopped, the flight control device 40 determines in step S104 not to stop the driving of the abnormal motor. When the driving of the abnormal motor is not stopped, the flight control device 40 determines in steps S105 and S106 whether the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal motor is continued. The function of executing the processing of steps S105 and S106 in the flight control device 40 is equivalent to a continuation determination unit. In addition, when the driving of the abnormal motor is not stopped, the flight control device 40 continues the driving of the abnormal motor in steps S108 and S109. The function of executing the processing of steps S108 and S109 in the flight control device 40 is equivalent to a drive continuation unit.

[0067] In step S105, the flight control device 40 determines whether to continuously drive the abnormal motor. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable posture when the abnormal motor is continuously driven. Continuous driving means continuously continuing the driving of the abnormal motor. The flight control device 40 assumes that the abnormal motor is continuously driven, and uses abnormal motor information and normal motor information to determine whether the eVTOL 10 can be maintained in a stable posture. For example, when there is an abnormal motor on the right wing side of the eVTOL 10, the flight control device 40 assumes that the abnormal motor is continuously driven, and determines whether the eVTOL 10 can be maintained in a stable posture by increasing or decreasing the output of the normal motor on the right wing side.

[0068] In the case of continuously driving the abnormal motor, the flight control device 40 proceeds to step S108 and performs a continuous drive process. In the continuous drive process, a process for continuously driving the abnormal motor is performed. In the continuous drive process, the abnormal motor is continuously driven by, for example, continuously supplying power to the abnormal motor. The function of executing the process of step S108 in the flight control device 40 is equivalent to a continuous drive unit. After step S108, the flight control device 40 performs the processes of steps S110 and S111 in the same manner as in the case of stopping the drive of the abnormal motor.

[0069] When the abnormal motor is not driven continuously, the flight control device 40 assumes that the eVTOL 10 cannot be maintained in a stable posture even if the abnormal motor is driven continuously, and proceeds to step S106. In step S106, the flight control device 40 determines whether to perform intermittent driving of the abnormal motor. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable posture when the abnormal motor is driven intermittently. Intermittent driving is to drive the abnormal motor intermittently. In intermittent driving, the driving execution and stop of the abnormal motor are repeated in a predetermined cycle. As a case where the eVTOL 10 cannot be maintained in a stable posture even if the abnormal motor is driven continuously, there are a case where the output of the abnormal motor is too large and a case where the output of the abnormal motor is too small. The flight control device 40 determines whether the output of the abnormal motor at a predetermined time is too large, and when the output of the abnormal motor is too large, it is determined to perform intermittent driving of the abnormal motor. The function of executing the process of step S106 in the flight control device 40 corresponds to the excessive determination unit.

[0070] For example, when an abnormal motor is present on the right wing side of the eVTOL 10 , the flight control device 40 assumes that the abnormal motor is intermittently driven and determines whether the eVTOL 10 can be maintained in a stable posture by increasing or decreasing the output of the normal motor on the right wing side.

[0071] Without intermittently driving the abnormal motor, the flight control device 40 assumes that the output of the abnormal motor is not too large, and proceeds to step S108 to perform continuous driving processing. In this case, even if the output of the abnormal motor that is continuously driven is too small, the output of the abnormal motor can be used to maintain the eVTOL 10 in a stable posture. After step S108, the flight control device 40 proceeds to step S110 to perform abnormal posture processing. In the abnormal posture processing, the flight control device 40 adjusts the output of the normal motor so as to maintain the eVTOL 10 in a stable posture using the output of the abnormal motor that is continuously driven.

[0072] When the abnormal motor is driven intermittently, the flight control device 40 assumes that the output of the abnormal motor is too large, and proceeds to step S109 to perform intermittent drive processing. In the intermittent drive processing, processing for intermittently driving the abnormal motor is performed. In the intermittent drive processing, the abnormal motor is intermittently driven, for example, by intermittently supplying power to the abnormal motor. When the abnormal motor is driven intermittently, the average output of the abnormal motor per unit time becomes smaller than when the abnormal motor is driven continuously. By performing the intermittent drive processing, the flight control device 40 reduces the output of the abnormal motor compared to when the continuous drive processing is performed. The function of executing the processing of step S109 in the flight control device 40 is equivalent to the reduction continuation unit.

[0073] After step S109 , the flight control device 40 proceeds to step S110 to perform abnormal posture processing. In the abnormal posture processing, the flight control device 40 adjusts the output of the normal motor so as to maintain the eVTOL 10 in a stable posture using the output of the abnormal motor that is intermittently driven.

[0074] The posture of the eVTOL 10 maintained by the abnormal motor and the normal motor is summarized. In the eVTOL 10, even if at least one motor 81 becomes an abnormal motor, the motor output required to maintain the body posture can be ensured by controlling the driving of the abnormal motor and the normal motor separately. For example, if the abnormal motor is stopped, the body posture cannot be maintained even if the output of the normal motor is adjusted, the power is continuously supplied to the abnormal motor to maintain the body posture. On the other hand, if the body posture can be maintained at a stable posture by stopping the abnormal motor and adjusting the output of the normal motor, the power supply to the abnormal motor is stopped to maintain the body posture. If the abnormal motor is continuously energized as in normal times, the body posture cannot be maintained due to excessive output, the abnormal motor is cyclically repeatedly stopped and restarted. By repeatedly stopping and restarting the energization, the body posture can be stabilized by adjusting the average motor output generated by the abnormal motor.

[0075] In the case where an abnormality occurs in the motor 81, if the abnormal motor is continued to be driven, a secondary abnormality may occur, and the driving of the abnormal motor is stopped regardless of whether the fuselage posture can be maintained. In particular, when the abnormality of the motor 81 is an excessive output abnormality, the rotation speed, current, temperature, etc. of the abnormal motor become excessively large, and therefore, the risk of a secondary abnormality is easily increased. In addition, as a secondary abnormality, there is not only an abnormality of the abnormal motor, but also a case where the abnormality of the abnormal motor spreads to cause an abnormality in other parts of the eVTOL 10.

[0076] Over-rotation of an abnormal motor is an abnormal state. Therefore, if the body posture can be maintained even if the drive of the abnormal motor is stopped, it is better to stop the drive of the abnormal motor. However, in the case where the stability of the body posture may not be maintained due to stopping the drive of the abnormal motor, power is continuously supplied to the abnormal motor within a safe range. In the memory 42, etc., programs for determining whether the body posture can be maintained when abnormalities such as failures occur in each of the multiple motors 81 may be pre-stored. In addition, when the drive of the abnormal motor has been stopped, power supply to the abnormal motor may be restarted on the condition that a sign of unstable body posture is detected.

[0077] When an abnormal motor over-rotates abnormally, the flight control device 40 cannot perform normal output control, and an excessive output is generated due to the driving of the abnormal motor. Therefore, if the abnormal motor is continuously supplied with power as in normal times, the output of the abnormal motor may become too large, and the fuselage posture cannot be stabilized only by adjusting the output of other normal motors. In this case, it is preferable to forcibly reduce the average value of the output by repeatedly turning on and off the power supply to the abnormal motor, thereby slightly stabilizing the fuselage posture.

[0078] In an aircraft including a plurality of flight motors, when an output abnormality occurs in a part of the flight motors, the output of the remaining flight motors needs to be adjusted in order to stabilize the posture of the aircraft. Therefore, when an abnormality occurs in the flight motors, it is not realistic for the pilot to manually adjust the output of all the remaining flight motors. Therefore, when an abnormality occurs in the flight motors, it is preferable to automatically perform control for stabilizing the posture of the aircraft.

[0079] According to the present embodiment described so far, when an abnormality occurs in the motor 81, a determination is made as to whether the eVTOL 10 can be maintained in a stable posture for at least one of a state in which the driving of the abnormal motor is stopped and a state in which the driving of the abnormal motor is continued. Therefore, even if the driving of the abnormal motor is not actually stopped or continued, the posture of the eVTOL 10 can be estimated. Furthermore, when it is determined that the eVTOL 10 can be maintained in a stable posture, the output of at least one of the abnormal motor and the normal motor is adjusted to maintain the eVTOL 10 in a stable posture. Therefore, even if the driving of the abnormal motor is actually stopped or continued, the flight posture of the eVTOL 10 can be maintained in a stable posture by the abnormal motor and the normal motor. Therefore, when an abnormality occurs in the motor 81, the safety of the eVTOL 10 can be improved.

[0080] According to the present embodiment, when the eVTOL 10 cannot be maintained in a stable posture when the driving of the abnormal motor is stopped, the driving of the abnormal motor is continued. In this structure, the driving of the abnormal motor can be used to maintain the eVTOL 10 in a stable posture within a range where a secondary abnormality accompanying the driving of the abnormal motor does not occur. Therefore, the driving of the abnormal motor can suppress the reduction of the safety of the eVTOL 10 due to the occurrence of the abnormal motor.

[0081] According to the present embodiment, the eVTOL 10 cannot be maintained in a stable posture when the driving of the abnormal motor is stopped, and when the output of the abnormal motor is too large, the driving of the abnormal motor is continued in a manner that the output of the abnormal motor is reduced. In this structure, by reducing the output of the abnormal motor, the occurrence of a secondary abnormality due to the excessive output of the abnormal motor can be suppressed. Therefore, the occurrence of a secondary abnormality accompanying the driving of the abnormal motor can be suppressed, and the driving of the abnormal motor can be used to maintain the eVTOL 10 in a stable posture.

[0082] According to the present embodiment, by continuing the driving of the abnormal motor intermittently, it is possible to achieve a reduction in the output of the abnormal motor. In this structure, since the driving of the abnormal motor is continued intermittently, the average output of the abnormal motor becomes smaller than when the driving of the abnormal motor is continued continuously. Therefore, for example, even if the abnormal form of the abnormal motor is a form in which the instantaneous value of the output cannot be reduced, as long as the abnormal motor can be driven and stopped, the output of the abnormal motor can be substantially reduced. Therefore, even if it is difficult to maintain the eVTOL 10 in a stable posture due to the excessive output of the abnormal motor, the eVTOL 10 can be maintained in a stable posture by substantially reducing the output of the abnormal motor. In this way, by continuing the driving of the abnormal motor intermittently, the reduction in the safety of the eVTOL 10 can be suppressed.

[0083] When the output of the abnormal motor is not too large, the output of the abnormal motor is too small, and when the eVTOL 10 needs to be maintained in a stable posture, the output of the abnormal motor is insufficient. In contrast, according to the present embodiment, the eVTOL 10 cannot be maintained in a stable posture when the drive of the abnormal motor is stopped, and when the output of the abnormal motor is not excessive, the drive of the abnormal motor continues continuously. Thus, even if the eVTOL 10 cannot be maintained in a stable posture due to the excessive output of the abnormal motor, the eVTOL 10 can be brought close to a stable posture by using the output of the abnormal motor.

[0084] According to the present embodiment, when the eVTOL 10 can be maintained in a stable posture when the driving of the abnormal motor is stopped, the driving of the abnormal motor is stopped. In this structure, it is possible to avoid the occurrence of secondary abnormality caused by the continued driving of the abnormal motor, and the eVTOL 10 can be maintained in a stable posture by driving the normal motor.

[0085] According to the present embodiment, a determination is made as to whether the eVTOL 10 can be maintained in a stable posture for two states, namely, a state in which the driving of the abnormal motor is stopped and a state in which the driving of the abnormal motor is continued. Therefore, even if the driving of the abnormal motor is not actually stopped, it is possible to assume that the driving of the abnormal motor is stopped, and to estimate the posture of the eVTOL 10. Similarly, even if the driving of the abnormal motor is not actually continued, it is possible to assume that the driving of the abnormal motor is continued, and to estimate the posture of the eVTOL 10. Therefore, regardless of whether the driving of the abnormal motor is stopped or continued, the flight posture of the eVTOL 10 can be maintained in a stable posture by the abnormal motor and the normal motor.

[0086] <Second embodiment> In the second embodiment, in the notification process executed when an abnormality of the motor occurs, in addition to the abnormality notification, an avoidance request of the eVTOL 10 is also made to the pilot. The structure, function, and effect not particularly described in the second embodiment are the same as those of the first embodiment. In the second embodiment, the description will be centered on the points different from the first embodiment.

[0087] In the present embodiment, the flight control device 40 performs a request process for requesting the pilot to avoid the eVTOL 10 in step S111 of the first embodiment. Figure 4 The notification process performed by the flight control device 40 in step S111 is described with reference to the flowchart of FIG.

[0088] The flight control device 40 is Figure 4 In step S201 shown in the figure, an abnormality notification process is performed. In the abnormality notification process, the flight control device 40 notifies that a motor abnormality has occurred, similarly to step S111 in the first embodiment. In addition, in the abnormality notification process, the posture information of the eVTOL 10 and the like may be notified.

[0089] In step S202, the flight control device 40 performs a flight determination on whether the eVTOL 10 can fly in a stable posture. In the flight determination, a determination is performed on whether it is possible to cruise while maintaining the eVTOL 10 in a stable posture. As flight modes when the eVTOL 10 can be maintained in a stable state, there are cruising, hovering, and vertical landing. In the event of a motor abnormality, when the eVTOL 10 is maintained in a stable posture, for example, a situation may occur in which it is possible to cruise but cannot land vertically. In the flight determination, being able to cruise while maintaining the eVTOL 10 in a stable posture is defined as the eVTOL 10 being able to fly in a stable posture.

[0090] The flight control device 40 performs a flight determination after the abnormal posture processing in step S110. That is, the flight determination is performed in a state where the output adjustment of the motor 81 for maintaining the eVTOL 10 in a stable posture is performed. In a case where the eVTOL 10 can cruise while maintaining the stable posture, the flight control device 40 assumes that the eVTOL 10 can fly in a stable posture, and proceeds to step S205.

[0091] The flight control device 40 performs a flight permission process in step S205. In the flight permission process, a notification of permission to continue the flight is made, which allows the eVTOL 10 to continue the flight. The permission to continue the flight is notified to the pilot or the like. As information notified by the flight permission process, there is the possibility of making the eVTOL 10 fly in a stable posture by adjusting the output of the motor 81. In the flight permission process, the permission to continue the flight is notified by sound, image, etc.

[0092] After step S205, the flight control device 40 proceeds to step S208 to perform manual processing. The manual processing is a processing for making the driver able to control the eVTOL 10. For example, when the control of the eVTOL 10 is set to automatic, the control of the eVTOL 10 is switched from automatic to manual through manual processing. In the manual processing, at least one of the controls for flying the eVTOL 10 is switched from automatic to manual. In the manual processing, for example, the control for changing the direction of travel of the eVTOL 10 is switched from automatic to manual. Automatic means that the eVTOL 10 is controlled by the flight control device 40. In addition, the control for maintaining the eVTOL 10 in a normal posture cannot be switched from automatic to manual. The control for maintaining the eVTOL 10 in a normal posture includes at least the control performed through the processing of steps S102 to S110.

[0093] When the eVTOL 10 cannot fly while maintaining a stable posture, the flight control device 40 performs a process for making the eVTOL 10 evade in steps S203, S204, S206, and S207. In steps S203 and S204, the flight control device 40 performs a process for determining an evasion method for making the eVTOL 10 evade. In steps S206 and S207, the flight control device 40 performs a process for requesting the eVTOL 10 to evade. In this process, a process for requesting the pilot or the like to evade the eVTOL 10 is performed. The function of executing the process of steps S206 and S207 in the flight control device 40 corresponds to an avoidance request unit.

[0094] If the eVTOL 10 cannot cruise while maintaining a stable posture, the flight control device 40 proceeds to step S203. In step S203, the flight control device 40 determines whether the eVTOL 10 can land in a stable posture. In this determination, it is determined whether the eVTOL 10 can land vertically while maintaining a stable posture.

[0095] If it is possible to land vertically while maintaining the eVTOL 10 in a stable posture, the flight control device 40 assumes that the eVTOL 10 can land in a stable posture, and proceeds to step S204. In step S204, the flight control device 40 determines whether there is a land that can be landed below the eVTOL 10. As a land that can be landed, there are regular landing sites and irregular landing sites. Regular landing sites are, for example, landing sites approved by the state and the local government. Irregular landing sites are, for example, landing sites that are not approved by the state or the local government.

[0096] When there is a landable area below the eVTOL 10, the flight control device 40 proceeds to step S206 and performs a landing request process. In the landing request process, a landing request is made for making the eVTOL 10 land on the landable area below. In the landing request process, the landing request is notified to the pilot or the like as an avoidance request. In the landing request process, the landing request is notified by sound and image, etc. The information notified by the landing request is that there is a landable area below the eVTOL 10, the eVTOL 10 can land vertically in a stable posture, etc. In the landing adjustment process, as an avoidance of the eVTOL 10 accompanying the occurrence of an abnormality, it is selected to make the eVTOL 10 land immediately. The function of executing the process of step S206 in the flight control device 40 is equivalent to the landing request unit. After step S206, the flight control device 40 proceeds to step S208 and performs manual processing.

[0097] When the eVTOL 10 can land in a stable posture but there is no land below the eVTOL 10, the flight control device 40 proceeds to step S207 and performs a search request process. In the search request process, a search request for searching for a land that can be landed is performed. In the search request process, the search request is notified to the pilot or the like as an avoidance request. In the search request process, the search request is notified by sound and image, etc. Information notified by the search request is that there is no land below the eVTOL 10, the eVTOL 10 can land vertically in a stable posture, etc. In the search request process, when a land that can be landed is found by the search, a process of requesting the eVTOL 10 to move to the top of the land that can be landed is performed. In the search request process, as an avoidance of the eVTOL 10 accompanying the occurrence of an abnormality, it is selected to move the eVTOL 10 to a land that can be landed and land. The function of executing the process of step S207 in the flight control device 40 corresponds to the search request unit.

[0098] After step S207 , the flight control device 40 proceeds to step S208 to perform manual processing. When a landable area is found through the search, the pilot manually performs a control to land the eVTOL 10 maintained in a stable posture on the landable area.

[0099] If the eVTOL 10 cannot land in a stable posture, the flight control device 40 proceeds to step S207 and performs a search request process. In the search request process, it is notified that the eVTOL 10 cannot be maintained in a stable posture during vertical landing of the eVTOL 10. If the eVTOL 10 cannot land in a stable posture, when a manual process is performed in step S208, the pilot manually performs a manipulation for landing the eVTOL 10 that cannot be maintained in a stable posture until it can land.

[0100] The request processing when a motor abnormality occurs is summarized. It is desirable to land the eVTOL 10 in which an abnormality has occurred quickly in a safe place. In particular, in a case where the eVTOL 10 cannot fly normally in a stable posture, it is preferable to land the eVTOL 10 as soon as possible. If the eVTOL 10 can land vertically, vertical landing is the fastest landing method. On the other hand, in a case where the eVTOL 10 cannot land vertically, by instructing the pilot to search for a place where it can land safely, the occurrence of abnormal situations can be suppressed. As a case where the eVTOL 10 cannot land vertically, there are cases where it is difficult for the eVTOL 10 to land vertically while maintaining a stable posture, and cases where the eVTOL 10 flies in a place where it cannot land, such as a steep slope or a residential area. As an abnormal situation, there are cases where the eVTOL 10 continues to fly in an abnormal posture, and where the eVTOL 10 lands vertically in an unstable posture.

[0101] However, the final decision is left to the pilot's judgment. Therefore, when a motor abnormality occurs in the eVTOL 10, it is preferred that the fuselage posture is maintained by automatic control, and the landing and flight operations are left to the pilot.

[0102] According to the present embodiment, when the eVTOL 10 cannot be flown while maintaining a stable posture even if the output of at least one of the abnormal motor and the normal motor is adjusted, a request is made to evade the eVTOL 10. In this configuration, when the eVTOL 10 cannot be flown in a stable posture, the pilot can immediately perform evasive maneuvers such as landing the eVTOL 10. Therefore, it is possible to avoid a situation in which the eVTOL 10 cannot be flown in a stable posture and the safety of the eVTOL 10 is reduced.

[0103] According to the present embodiment, when there is a landable area below the eVTOL 10 and the eVTOL 10 can be maintained in a stable posture when the eVTOL 10 vertically lands, a request is made to vertically land the eVTOL 10 on the landable area. In this case, the pilot can immediately perform an operation for vertically landing the eVTOL 10 on the landable area. By landing the eVTOL 10 on the landable area, the pilot can eliminate the situation where the eVTOL 10 cannot fly in a safe posture.

[0104] According to the present embodiment, when there is no possible landing place under the eVTOL 10 or when the eVTOL 10 cannot maintain a stable posture when the eVTOL 10 vertically lands, a search for a possible landing place is requested. In this case, the pilot can immediately perform an operation for searching for a possible landing place. By understanding the search results for possible landing places, the pilot can easily get out of the situation where the eVTOL 10 cannot land in a stable posture.

[0105] <Third Embodiment> In the first embodiment, regardless of whether the abnormal motor is stopped or continued, abnormal posture processing is performed in step S110. In contrast, in the third embodiment, different processing is performed according to the driving method of the abnormal motor. The structure, function, and effect not specifically described in the third embodiment are the same as those in the first and second embodiments. In the third embodiment, the description will be centered on the differences from the first and second embodiments.

[0106] Reference Figure 5 The flight control process performed by the flight control device 40 is described with reference to the flowchart of FIG. In this embodiment, steps S301, S302, and S303 are performed instead of step S110 in the first embodiment. The function of executing the process of steps S301, S302, and S303 in the flight control device 40 corresponds to the output adjustment unit. In addition, in the flight control device 40, the function of executing step S110 includes the function of executing the process of steps S301, S302, and S303.

[0107] After performing the drive stop process in step S107, the flight control device 40 proceeds to step S301 and performs a stop posture process. In the stop posture process, the output of the normal motor is adjusted so that the eVTOL 10 is maintained in a stable posture when the drive of the abnormal motor is stopped. The stop posture process is a process performed in conjunction with the drive stop process in order to maintain the eVTOL 10 in a stable posture.

[0108] After the flight control device 40 performs the continuous drive process in step S108, it proceeds to step S302 to perform the continuous posture process. In the continuous posture process, the output of the normal motor is adjusted so that the eVTOL 10 is maintained in a stable posture while the abnormal motor is continuously driven. The continuous posture process is a process performed in conjunction with the continuous drive process in order to maintain the eVTOL 10 in a stable posture.

[0109] After the flight control device 40 performs the intermittent drive process in step S109, the process proceeds to step S303 to perform the intermittent posture process. In the intermittent posture process, the output of the normal motor is adjusted so that the eVTOL 10 is maintained in a stable posture while the abnormal motor is intermittently driven. The intermittent posture process is a process performed in conjunction with the intermittent drive process in order to maintain the eVTOL 10 in a stable posture.

[0110] <Fourth embodiment> In the first embodiment, the EPU 50 has one motor 81. In contrast, in the fourth embodiment, the EPU 50 has a plurality of motors 81. The structure, function, and effect not particularly described in the fourth embodiment are the same as those in the first embodiment. In the fourth embodiment, the description will be centered on the points different from the first embodiment.

[0111] Figure 6 The EPU 50 shown has a plurality of motor devices 80 and a plurality of inverter devices 60. The EPU 50 has a plurality of motor devices 80, and thus has a plurality of motors 81. In the EPU 50, the plurality of motors 81 can be driven individually. In the EPU 50, an inverter circuit 61 and a motor control unit 62 are individually provided for each of the plurality of motors 81. In the plurality of motors 81, the motor shafts 84 are shared. For example, the motor shafts 84 of each of the plurality of motors 81 are connected to each other in such a manner as to become one shaft.

[0112] EPU 50 has a clutch 101. Clutch 101 can cut off the transmission of driving force from motor 81 to rotor 20. Clutch 101 includes a one-way clutch, an electromagnetic clutch, and the like. Clutch 101 is, for example, provided in motor device 80. Clutch 101 can be transferred to a transmission state and a cut-off state. When clutch 101 is in the transmission state, the driving force of motor 81 is transmitted to rotor 20. In this case, rotor 20 rotates together with motor 81. When clutch 101 is in the cut-off state, the driving force of motor 81 is not transmitted to rotor 20. In this case, even if motor 81 rotates, rotor 20 does not rotate.

[0113] The clutch 101 is provided in each of the plurality of motors 81. The plurality of clutches 101 can make the plurality of motors 81 rotate individually with respect to the rotor 20. For example, the plurality of clutches 101 are provided between the plurality of motors 81 and the motor shaft 84.

[0114] In the EPU 50, sensors 55 to 58 are provided in the plurality of motor devices 80, respectively. In the EPU 50, the sensors 55 to 58 provided in the plurality of motor devices 80 output detection signals to the flight control device 40. In the EPU 50, inverter temperature sensors 59 are provided in the plurality of inverter devices 60. In the EPU 50, the inverter temperature sensors 59 provided in the plurality of inverter devices 60 output detection signals to the flight control device 40.

[0115] The EPU 50 has, for example, a first motor 81A and a second motor 81B as two motors 81. The first motor 81A is included in the first motor device 80A. The second motor 81B is included in the second motor device 80B. The first motor 81A is driven by the first inverter device 60A. The second motor 81B is driven by the second inverter device 60B. The flight control device 40 can control the first motor 81A and the second motor 81B individually. The first motor 81A and the second motor 81B can rotate independently of each other. The clutches 101 are respectively provided on the first motor 81A and the second motor 81B. These clutches 101 can make the first motor 81A and the second motor 81B rotate relative to each other. The first motor 81A and the second motor 81B are equivalent to the flight motors.

[0116] Reference Figure 7 The flight control device 40 is used to explain the flight control of the eVTOL 10. Figure 7 In step S401 shown, the motor status is obtained for all the motors 81, similarly to step S101 of the first embodiment. The flight control device 40 separately obtains the motor status for each of the multiple motors 81 possessed by one EPU 50. The flight control device 40 obtains the EPU status of all the EPUs 50. The flight control device 40 obtains the motor output and the EPU output as the motor status and the EPU status. In this embodiment, since one EPU 50 has multiple motors 81, in one EPU 50, the sum of the multiple motor outputs becomes the EPU output.

[0117] In step S402, the flight control device 40 determines whether a motor abnormality has occurred, similarly to step S102 of the first embodiment. The flight control device 40 determines whether a motor abnormality has occurred for each of the plurality of motors 81 of the EPU 50. If no motor abnormality has occurred, the flight control device 40 proceeds to step S415, and performs normal posture processing, similarly to step S112 of the first embodiment.

[0118] When a motor abnormality occurs, the flight control device 40 proceeds to step S403. When a motor abnormality occurs, one EPU 50 may have both an abnormal motor and a normal motor. For example, in one EPU 50, one of the first motor 81A and the second motor 81B may be an abnormal motor and the other may be a normal motor. In step S403, the flight control device 40 determines whether the abnormal motor can be driven, similarly to step S103 of the first embodiment.

[0119] When the abnormal motor cannot be driven, the flight control device 40 proceeds to step S412 and performs a motor stop process. The motor stop process is a process for stopping the drive of the abnormal motor, similar to the drive stop process performed in step S107 of the first embodiment. Among the abnormal motors, when one of the first motor 81A and the second motor 81B is an abnormal motor and the other is a normal motor, the flight control device 40 stops the drive of the abnormal motor, but does not stop the drive of the normal motor.

[0120] After step S412, the flight control device 40 proceeds to step S413 and performs an EPU adjustment process. In the EPU adjustment process, the output of the normal motor is adjusted so that the EPU output of the abnormal EPU becomes the EPU output before the abnormality occurs. When the EPU output of the abnormal EPU decreases due to the stop of the abnormal motor, the flight control device 40 increases the output of the normal motor to compensate for the decrease. In this case, the flight control device 40 maintains the eVTOL 10 in a stable posture by preventing the EPU output of the abnormal EPU from decreasing. After step S413, the flight control device 40 proceeds to step S414 and performs a notification process similar to step S111 of the first embodiment described above.

[0121] If the abnormal motor can be driven, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture in steps S404 to S407. The function of executing the processing of steps S404 to S407 in the flight control device 40 corresponds to a maintenance determination unit. If the eVTOL 10 can be maintained in a stable posture, the flight control device 40 adjusts the output of at least one of the normal motor and the abnormal motor in steps S408 to S413 to maintain the eVTOL 10 in a stable posture. The function of executing the processing of steps S408 to S413 in the flight control device 40 corresponds to an output adjustment unit.

[0122] In steps S404 and S405, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal motor is stopped. This determination is performed when the abnormal motor can be driven. The function of executing the processing of steps S404 and S405 in the flight control device 40 corresponds to a stop determination unit.

[0123] In step S404, the flight control device 40 determines whether the EPU output of the abnormal EPU can be maintained. In this determination, it is assumed that the driving of the abnormal motor is stopped, and it is determined whether the amount of the EPU output reduction accompanying the driving stop of the abnormal motor can be compensated by the increase in the output of the normal motor. The flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture by determining whether the EPU output of the abnormal EPU can be maintained. When the EPU output of the abnormal EPU can be maintained, the flight control device 40 determines that the eVTOL 10 can be maintained in a stable posture. When the EPU output of the abnormal EPU cannot be maintained, the flight control device 40 determines that the eVTOL 10 cannot be maintained in a stable posture.

[0124] When the EPU output of the abnormal EPU can be maintained even if the drive of the abnormal motor is stopped, the flight control device 40 proceeds to step S412 to stop the drive of the abnormal motor. In step S412, the flight control device 40 performs the drive stop process in the same manner as in the case where the abnormal motor cannot be driven. The function of executing the process of step S412 in the flight control device 40 corresponds to the drive stop unit. After step S412, the flight control device 40 performs the processes of steps S413 and S414.

[0125] When the EPU output of the abnormal EPU cannot be maintained when the driving of the abnormal motor is stopped, the flight control device 40 performs the processing of steps S405 to S413. In steps S405 to S413, the flight control device 40 performs processing for maintaining the eVTOL 10 in a normal posture by at least one of the abnormal EPU and the normal EPU. Steps S405 to S411 basically correspond to steps S104 to S110 of the first embodiment described above.

[0126] The flight control device 40 determines whether to stop driving the abnormal EPU in step S405. In this determination, it is determined whether to stop driving the abnormal motor and the normal motor in the abnormal EPU. The flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal EPU is stopped. In this determination, the normal motor information and the abnormal motor information are used in the same manner as in step S104 of the first embodiment.

[0127] When the eVTOL 10 can be maintained in a stable posture even if the drive of the abnormal EPU is stopped, the flight control device 40 proceeds to step S408 to stop the abnormal EPU. The flight control device 40 performs an EPU stop process in step S408. In the EPU stop process, a process for stopping the abnormal EPU is performed. In the EPU stop process, the drive of each of the abnormal motor and the normal motor of the abnormal EPU is stopped. In the EPU stop process, for example, the power supply to the abnormal EPU is stopped. The function of executing the process of step S408 in the flight control device 40 corresponds to the drive stop unit. After step S408, the flight control device 40 performs the processes of steps S411 and S414.

[0128] When the driving of the abnormal EPU cannot maintain the eVTOL 10 in a stable posture when the driving of the abnormal EPU is stopped, the flight control device 40 determines not to stop the driving of the abnormal EPU. When the driving of the abnormal EPU is not stopped, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal EPU is continued in steps S406 and S407. The function of executing the processing of steps S406 and S407 in the flight control device 40 is equivalent to the continuation determination unit. In addition, when the driving of the abnormal EPU is not stopped, the flight control device 40 continues the driving of the abnormal EPU in steps S409 and S410. The function of executing the processing of steps S409 and S410 in the flight control device 40 is equivalent to the drive continuation unit.

[0129] In step S406, the flight control device 40 determines whether the abnormal EPU is continuously driven. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable posture when the abnormal EPU is continuously driven. The flight control device 40 assumes that the abnormal EPU is continuously driven, and uses abnormal motor information and normal motor information to determine whether the eVTOL 10 can be maintained in a stable posture. For example, when there is an abnormal EPU on the right wing side of the eVTOL 10, the flight control device 40 assumes that the abnormal EPU is continuously driven, and determines whether the eVTOL 10 can be maintained in a stable posture by increasing or decreasing the EPU output of the normal EPU on the right wing side.

[0130] When the abnormal EPU is continuously driven, the flight control device 40 proceeds to step S409 and performs a continuous drive process of the abnormal EPU. In the continuous drive process, a process for continuously driving the abnormal EPU is performed. The flight control device 40 continuously drives the abnormal motor and the normal motor in the abnormal EPU respectively. The function of executing the process of step S409 in the flight control device 40 is equivalent to a continuous drive unit. After step S409, the flight control device 40 performs the processes of steps S411 and S414.

[0131] When the abnormal EPU is not driven continuously, the flight control device 40 determines that the eVTOL 10 cannot be maintained in a stable posture even if the abnormal EPU is driven continuously, and proceeds to step S407. In step S407, the flight control device 40 determines whether to intermittently drive the abnormal EPU. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable posture when the abnormal EPU is intermittently driven. The flight control device 40 determines whether the EPU output of the abnormal EPU is too large, and when the EPU output of the abnormal EPU is too large, it is determined to intermittently drive the abnormal EPU. The function of executing the process of step S407 in the flight control device 40 corresponds to the excessive determination unit.

[0132] For example, when an abnormal EPU is present on the right wing side of the eVTOL 10, the flight control device 40 assumes that the abnormal EPU is intermittently driven, and determines whether the eVTOL 10 can be maintained in a stable posture by increasing or decreasing the EPU output of the normal EPU on the right wing side.

[0133] In the case where the abnormal EPU is not intermittently driven, the flight control device 40 considers that the EPU output of the abnormal EPU is not too large but too small, and proceeds to step S409 to perform continuous driving processing. In this case, even if the EPU output of the abnormal EPU that is continuously driven is too small, the EPU output of the abnormal EPU can be used to maintain the eVTOL 10 in a stable posture. After step S409, the flight control device 40 proceeds to step S411 to perform abnormal posture processing. In the abnormal posture processing, the flight control device 40 adjusts the EPU output of the normal EPU to maintain the eVTOL 10 in a stable posture by using the EPU output of the abnormal EPU that is continuously driven.

[0134] When the abnormal EPU is intermittently driven, the flight control device 40 considers that the EPU output of the abnormal EPU is too large, and proceeds to step S410 to perform intermittent drive processing of the abnormal EPU. In this intermittent drive processing, processing for intermittently driving the abnormal EPU is performed. The flight control device 40 intermittently drives the abnormal motor and the normal motor in the abnormal EPU. The function of executing the processing of step S410 in the flight control device 40 is equivalent to the lowering continuation unit.

[0135] After step S410 , the flight control device 40 proceeds to step S411 to perform abnormal posture processing. The flight control device 40 adjusts the EPU output of the normal EPU to maintain the eVTOL 10 in a stable posture using the EPU output of the abnormal EPU that is driven intermittently.

[0136] According to the present embodiment, when an abnormality occurs in the EPU 50, a determination is made as to whether the eVTOL 10 can be maintained in a stable posture for at least one of a state in which the driving of the abnormal EPU is stopped and a state in which the driving of the abnormal EPU is continued. Therefore, even if the driving of the abnormal EPU is not actually stopped or continued, the posture of the eVTOL 10 can be estimated. Furthermore, when it is determined that the eVTOL 10 can be maintained in a stable posture, the EPU output of at least one of the abnormal EPU and the normal EPU is adjusted to maintain the eVTOL 10 in a stable posture. Therefore, even if the driving of the abnormal EPU is actually stopped or continued, the flight posture of the eVTOL 10 can be maintained in a stable posture by the abnormal EPU and the normal EPU. Therefore, when an abnormality occurs in the EPU 50, the safety of the eVTOL 10 can be improved.

[0137] In addition, in the present embodiment, in the abnormal EPU, the driving modes of the abnormal motor and the normal motor may be the same or different. For example, in the EPU stop processing of step S408, the driving of the abnormal motor may be stopped in the abnormal EPU, while the driving of the normal motor may not be stopped. In the continuous driving processing of step S409, the abnormal motor is continuously driven in the abnormal EPU, while the normal motor may be driven intermittently or stopped. In the intermittent driving processing of step S410, the abnormal motor is intermittently driven in the abnormal EPU, while the normal motor may be driven continuously or stopped.

[0138] In addition, in the present embodiment, the clutch 101 may not be provided for the motor 81. That is, the plurality of motors 81 may not rotate independently of each other. In this structure, when one of the first motor 81A and the second motor 81B continues to drive as a normal motor and the other stops driving as an abnormal motor, the abnormal motor also rotates along with the rotation of the motor shaft 84 caused by the continued driving of the normal motor. In this case, the abnormal motor rotates along with the continued driving of the normal motor, but the abnormal motor is not driven with the power supply.

[0139] <Fifth Embodiment> In the fifth embodiment, the coil 85 can be electrically divided into a plurality of coils. The structure, function, and effect not particularly described in the fifth embodiment are the same as those in the first embodiment. The fifth embodiment will be described mainly around the differences from the first embodiment.

[0140] exist Figure 8 In the motor 81 shown, the coil 85 has a first coil 85A and a second coil 85B. In the coil 85, the first coil 85A and the second coil 85B are included in the plurality of coils that can be electrically divided. For example, the first coil 85A and the second coil 85B are both three-phase coils. In the coil 85, a six-phase coil is formed by two three-phase coils, the first coil 85A and the second coil 85B. The motor 81 is driven in six phases by energizing both the first coil 85A and the second coil 85B. In the six-phase drive, the motor 81 is driven as a six-phase motor. The motor 81 is driven in three phases by energizing only one of the first coil 85A and the second coil 85B. In the three-phase drive, the motor 81 is driven as a three-phase motor. In the motor 81, the plurality of coil portions forming the first coil 85A and the plurality of coil portions forming the second coil 85B are arranged alternately, for example, in the circumferential direction of the motor axis.

[0141] Reference Fig. 9 The flight control of the eVTOL 10 is described with reference to the flowchart of FIG. The flight control device 40 performs the processing of steps S501 to S514 as the flight control processing. Steps S501 to S514 basically correspond to steps S401 to S414 of the fourth embodiment described above.

[0142] The flight control device 40 is Fig. 9In step S501 shown, the motor status is acquired for all the motors 81. The flight control device 40 acquires the power-on status of the motor 81 as the motor status. As the power-on status of the coil 85, the power-on status includes the power-on status of each of the first coil 85A and the second coil 85B. As the power-on status, there are current values, voltage values, and temperatures for the coils 85A and 85B.

[0143] In step S502, the flight control device 40 determines whether a motor abnormality has occurred. As a motor abnormality, there is a coil abnormality, etc. The coil abnormality is an abnormality related to the coil 85 of the abnormal motor. In the abnormal motor, sometimes one of the first coil 85A and the second coil 85B becomes an abnormal coil. The abnormal coil is a coil in which a coil abnormality has occurred. As a coil abnormality, there are situations such as the current flowing through the abnormal coil is too large or too small. When no motor abnormality occurs, the flight control device 40 proceeds to step S515 and performs normal posture processing.

[0144] When an abnormality of the motor occurs, the flight control device 40 proceeds to step S503. In step S503, the flight control device 40 determines whether the abnormal motor can be driven in six phases. In the six-phase drive, the abnormal motor is driven as a six-phase motor. In the six-phase drive, the first coil 85A and the second coil 85B are energized respectively. The flight control device 40 determines whether the first coil 85A and the second coil 85B of the abnormal motor can be energized respectively. When the first coil 85A and the second coil 85B can be energized respectively, the flight control device 40 determines that the abnormal motor can be driven in six phases. When one of the first coil 85A and the second coil 85B cannot be energized because it is an abnormal coil or the like, the flight control device 40 determines that the abnormal motor cannot be driven in six phases. The flight control device 40 determines whether a secondary abnormality occurs with the energization of the abnormal coil. When the flight control device 40 determines that a secondary abnormality occurs with the energization of the abnormal coil, it is considered that the abnormal coil cannot be energized.

[0145] In the case where the six-phase drive of the abnormal motor cannot be performed, the flight control device 40 proceeds to step S512 and performs three-phase drive processing of the abnormal motor. The three-phase drive processing is a process for driving the abnormal motor as a three-phase motor. In the case where one of the first coil 85A and the second coil 85B in the abnormal motor is an abnormal coil and the other is a normal coil, the flight control device 40 stops energizing the abnormal coil and does not stop energizing the normal coil. In this case, the abnormal motor performs three-phase drive by energizing the normal coil. The normal coil is a coil in which no coil abnormality occurs.

[0146] The flight control device 40 proceeds to step S513 after step S512 to perform a motor adjustment process. In the motor adjustment process, the motor output of the abnormal motor of the three-phase drive is adjusted so that the motor output of the abnormal motor becomes the motor output before the abnormality occurs. In a case where the output of the abnormal motor decreases with the change from six-phase drive to three-phase drive, the flight control device 40 increases the output of the abnormal motor of the three-phase drive to compensate for the decrease. For example, the flight control device 40 increases the output of the abnormal motor of the three-phase drive by increasing the amount of energization to the normal coil. In this case, the flight control device 40 maintains the eVTOL 10 in a stable posture by preventing the output of the abnormal motor from decreasing. The flight control device 40 proceeds to step S514 after step S513.

[0147] When the six-phase drive of the abnormal motor cannot be performed, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture in steps S504 to S507. The function of executing the processing of steps S504 to S507 in the flight control device 40 corresponds to the coil determination unit. When the eVTOL 10 can be maintained in a stable posture, the flight control device 40 adjusts the output of at least one of the six-phase drive and the three-phase drive of the abnormal motor in steps S508 to S513 to maintain the eVTOL 10 in a stable posture. The function of executing the processing of steps S508 to S513 in the flight control device 40 corresponds to the coil adjustment unit.

[0148] In steps S504 and S505 , the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal motor is stopped. This determination is performed when the six-phase driving of the abnormal motor is possible.

[0149] In step S504, the flight control device 40 determines whether the output of the abnormal motor can be maintained. In this determination, it is assumed that the energization to the abnormal coil is stopped, and a determination is made as to whether the amount of the output reduction of the abnormal motor accompanying the change from six-phase drive to three-phase drive can be compensated by increasing the output of the abnormal motor that performs three-phase drive. The flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture by determining whether the output of the abnormal motor can be maintained. When the output of the abnormal motor can be maintained, the flight control device 40 determines that the eVTOL 10 can be maintained in a stable posture. When the output of the abnormal motor cannot be maintained, the flight control device 40 determines that the eVTOL 10 cannot be maintained in a stable posture.

[0150] In the case where the output of the abnormal motor can be maintained even if the abnormal motor is changed from six-phase drive to three-phase drive, the flight control device 40 proceeds to step S512 in order to make the abnormal motor perform three-phase drive. In step S512, the flight control device 40 performs three-phase drive processing in the same manner as in the case where the abnormal motor cannot perform six-phase drive. After step S512, the flight control device 40 performs the processing of steps S513 and S514.

[0151] When the abnormal motor cannot maintain its output when the abnormal motor is changed from six-phase drive to three-phase drive, the flight control device 40 performs the processing of steps S505 to S513. In steps S505 to S513, the flight control device 40 performs processing for maintaining the eVTOL 10 in a normal posture by at least one of the abnormal motor and the normal motor. Steps S505 to S511 basically correspond to steps S104 to S110 of the first embodiment described above.

[0152] In step S505, the flight control device 40 determines whether to stop driving the abnormal motor. In this determination, it is determined whether to stop driving the abnormal motor. The flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal motor is stopped.

[0153] In a case where the eVTOL 10 can be maintained in a stable posture even if the driving of the abnormal motor is stopped, the flight control device 40 proceeds to step S508 to stop the abnormal motor. The flight control device 40 performs a motor stop process in step S508. In the motor stop process, a process for stopping the abnormal motor is performed. In the motor stop process, the energization of the abnormal coil and the normal coil of the abnormal motor is stopped. In the motor stop process, as an adjustment of the energization method of the abnormal coil and the normal coil, the energization method of the abnormal coil and the normal coil is set to a stop state. In the motor stop process, both the three-phase drive and the six-phase drive of the abnormal motor are not performed. After step S508, the flight control device 40 performs the processes of steps S511 and S514.

[0154] When the driving of the abnormal motor cannot maintain the eVTOL 10 in a stable posture when the driving of the abnormal motor is stopped, the flight control device 40 determines not to stop the driving of the abnormal motor in step S505. When the driving of the abnormal motor is not stopped, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable posture even if the six-phase driving of the abnormal motor is continued in steps S506 and S507. In addition, when the driving of the abnormal motor is not stopped, the flight control device 40 continues the six-phase driving of the abnormal motor in steps S509 and S510.

[0155] In step S506, the flight control device 40 determines whether to perform six-phase continuous driving of the abnormal motor. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable posture when the abnormal motor is driven in six phases continuously. Six-phase continuous driving is to continuously drive the abnormal motor by six-phase driving. The flight control device 40 assumes that the abnormal motor is driven in six phases continuously, and uses abnormal motor information and normal motor information to determine whether the eVTOL 10 can be maintained in a stable posture. For example, when there is an abnormal motor on the right wing side of the eVTOL 10, the flight control device 40 assumes that the abnormal motor is driven in six phases continuously, and determines whether the eVTOL 10 can be maintained in a stable posture by increasing or decreasing the output of the normal motor on the right wing side.

[0156] When the abnormal motor is driven in six phases continuously, the flight control device 40 proceeds to step S509 and performs six-phase continuous drive processing of the abnormal motor. In the six-phase continuous drive processing, processing for driving the abnormal motor in six phases continuously is performed. The flight control device 40 continuously energizes the abnormal coil and the normal coil in the abnormal motor, respectively. In the six-phase continuous drive processing, as an adjustment of the energization mode of the abnormal coil and the normal coil, the energization mode of the abnormal coil and the normal coil is set to continuous energization. After step S509, the flight control device 40 performs the processing of steps S511 and S514.

[0157] When the abnormal motor is not driven continuously in six phases, the flight control device 40 considers that the eVTOL 10 cannot be maintained in a stable posture even if the abnormal motor is driven continuously in six phases, and proceeds to step S507. In step S507, the flight control device 40 determines whether to perform six-phase intermittent driving of the abnormal motor. In this determination, a determination is made as to whether the eVTOL 10 can be maintained in a stable posture when the abnormal motor is driven intermittently in six phases. The six-phase intermittent drive is to drive the abnormal motor intermittently by six-phase drive. The flight control device 40 determines whether the output generated by the six-phase drive of the abnormal motor at a predetermined time is too large. Then, when the output of the abnormal motor at a predetermined time is too large, the flight control device 40 determines to perform the six-phase intermittent drive of the abnormal motor.

[0158] For example, when an abnormal motor exists on the right wing side of the eVTOL 10, the flight control device 40 assumes that the abnormal motor is driven intermittently in six phases, and determines whether the eVTOL 10 can be maintained in a stable posture by increasing or decreasing the output of the normal motor on the right wing side.

[0159] Without causing the abnormal motor to intermittently drive six phases, the flight control device 40 considers that the output of the abnormal motor is not too large but too small, and proceeds to step S509 to perform six-phase continuous drive processing. In this case, even if the output of the abnormal motor driven in six phases is too small, the output of the abnormal motor can be used to maintain the eVTOL 10 in a stable posture. After step S509, the flight control device 40 proceeds to step S511 to perform abnormal posture processing. In the abnormal posture processing, the flight control device 40 adjusts the output of the normal motor to maintain the eVTOL 10 in a stable posture by using the output of the abnormal motor driven in six phases continuously.

[0160] In the case of six-phase intermittent driving of the abnormal motor, the flight control device 40 considers that the output of the abnormal motor is too large, and proceeds to step S510 to perform six-phase intermittent driving processing of the abnormal motor. In the six-phase intermittent driving processing, processing for six-phase intermittent driving of the abnormal motor is performed. The flight control device 40 intermittently energizes the abnormal coil and the normal coil in the abnormal motor, respectively. In the six-phase intermittent driving processing, as an adjustment of the energization state of the abnormal coil and the normal coil, the energization mode of the abnormal coil and the normal coil is set to intermittent energization.

[0161] After step S510 , the flight control device 40 proceeds to step S511 to perform abnormal posture processing. The flight control device 40 adjusts the output of the normal motor to maintain the eVTOL 10 in a stable posture using the output of the abnormal motor driven by the six-phase intermittent drive.

[0162] According to the present embodiment, when an abnormality occurs in the motor 81, a determination is made as to whether the eVTOL 10 can be maintained in a stable posture for at least one of a state in which the power supply to the abnormal coil is stopped and a state in which the power supply to the abnormal coil is continued. Therefore, even if the power supply to the abnormal coil is not actually stopped or continued, the posture of the eVTOL 10 can be estimated. Moreover, when it is determined that the eVTOL 10 can be maintained in a stable posture, the power supply state of at least one of the abnormal coil and the normal coil is adjusted to maintain the eVTOL 10 in a stable posture. Therefore, even if the power supply to the abnormal coil is actually stopped or continued, the flight posture of the eVTOL 10 can be maintained in a stable posture by the abnormal motor and the normal motor. Therefore, when an abnormality occurs in the coil 85 of the motor 81, the safety of the eVTOL 10 can be improved.

[0163] In addition, in the present embodiment, the energization methods for the abnormal coil and the normal coil in the abnormal motor may be the same or different. For example, in the motor stop processing of step S508, the energization of the abnormal coil in the abnormal motor is stopped, and on the other hand, the energization of the normal coil may not be stopped. In the six-phase continuous drive processing of step S509, the abnormal coil in the abnormal motor is continuously energized, and on the other hand, the energization of the normal coil may be continued intermittently or stopped. In the six-phase intermittent drive processing of step S510, the abnormal coil in the abnormal motor is intermittently energized, and on the other hand, the energization of the normal coil may be continued continuously or stopped.

[0164] <Other embodiments> The disclosure of this specification is not limited to the illustrated embodiments. The present disclosure includes the illustrated embodiments and the variations made by those skilled in the art based thereon. For example, the present disclosure is not limited to the combination of components and elements shown in the embodiments, and various variations can be made to implement it. The present disclosure can be implemented in various combinations. The present disclosure may have additional parts that can be added to the embodiments. The present disclosure includes a structure in which components and elements of the embodiments are omitted. The present disclosure includes the replacement or combination of components and elements between one embodiment and another. The technical scope of the present disclosure is not limited to the description of the embodiments. The technical scope of the present disclosure should be understood to be represented by the description of the claims, and also includes all variations in the meaning and scope equivalent to the description of the claims.

[0165] In each of the above-mentioned embodiments, the maintenance determination of whether the eVTOL 10 can be maintained in a stable posture may be performed at least one of before and after the output adjustment of the motor 81. For example, in the above-mentioned first embodiment, in addition to step S104, the maintenance determination may be performed after the drive of the abnormal motor is stopped by the drive stop process of step S107.

[0166] In each of the above embodiments, as the function of continuing the driving of the abnormal motor, the flight control device 40 may have only one of the function of continuously driving the abnormal motor and the function of intermittently driving the abnormal motor. For example, in the above first embodiment, the flight control device 40 may have only one of the function of executing the continuous driving process of step S108 and the function of intermittently driving the abnormal motor.

[0167] In each of the above-mentioned embodiments, the reduction continuing unit that reduces the output of the abnormal motor may also adjust the output of the abnormal motor so that the output of the abnormal motor at a predetermined time becomes smaller. For example, in step S109 of the above-mentioned first embodiment, the amount of power supplied to the abnormal motor may be reduced so that the output of the abnormal motor at a predetermined time becomes smaller. In addition, when the abnormal form of the abnormal motor is a state in which the motor output at a predetermined time cannot be adjusted, it is preferred to reduce the average output of the abnormal motor.

[0168] In the above-mentioned embodiments, in the notification process, as a notification object of the occurrence of motor abnormality, etc., in addition to the pilot, an external device that can communicate with the flight control device 40 may be used. As the external device, there is a control device installed in the control center, a remote device that can remotely operate the eVTOL 10, etc.

[0169] In each of the above-mentioned embodiments, the eVTOL 10 may not be a tiltrotor. That is, it may not be a structure in which one rotor 20 serves as both a lift rotor and a cruise rotor. For example, one rotor 20 may be configured to function only as one of a lift rotor and a cruise rotor. In this structure, in the eVTOL 10, the plurality of rotors 20 include a lift rotor and a cruise rotor. In the eVTOL 10, the lift rotor is driven when ascending, and the cruise rotor is driven when moving forward. The lift rotor is sometimes referred to as a hovering rotor.

[0170] In each of the above-mentioned embodiments, the vertical take-off and landing machine equipped with the flight control device 40 can be an electric vertical take-off and landing machine in which at least one EPU 50 drives at least one rotor 20. For example, a structure in which multiple EPUs 50 drive one rotor 20 may be used, or a structure in which one EPU 50 drives multiple rotors 20 may be used.

[0171] In the above-mentioned embodiments, the flying object equipped with the flight control device 40 can be electric and may not be a vertical take-off and landing machine. For example, the flying object may be an electric aircraft that can take off and land while taxiing. In addition, the flying object may be a rotary wing aircraft or a fixed wing aircraft. The flying object may also be an unmanned flying object without a person on board.

[0172] In each of the above embodiments, the flight control device 40 is provided by a control system including at least one computer. The control system includes at least one processor as hardware. If the above processor is referred to as a hardware processor, the hardware processor can be provided by the following (i), (ii) or (iii).

[0173] (i) A hardware processor is sometimes a hardware logic circuit. In this case, the computer is provided by a digital circuit including a plurality of programmed logic units. The logic units are, for example, gate circuits. The digital circuit sometimes includes a memory for storing at least one of a program and data. The computer is sometimes provided by an analog circuit. The computer is sometimes provided by a combination of digital circuits and analog circuits.

[0174] (ii) Hardware processors are sometimes at least one processor core that executes programs stored in at least one memory. In this case, a computer is provided by at least one memory and at least one processor core. A processor core is, for example, called a CPU. A memory is also called a storage medium. A memory is a non-temporary and physical storage medium that non-temporarily stores "at least one of a program and data" that can be read by a processor.

[0175] (iii) A hardware processor may be a combination of (i) and (ii) above. (i) and (ii) may be configured on different chips or on a shared chip.

[0176] That is, at least one of the means and functions provided by the flight control device 40 can be provided by hardware only, software only, or a combination thereof.

[0177] Disclosure of technical ideas This specification discloses multiple technical ideas recorded in the multiple items listed below. Some items are sometimes recorded by selectively referring to a multiple dependent form of a previous item in a subsequent item. In addition, some items are sometimes recorded by referring to a multiple dependent form of an item in another multiple dependent form. These items recorded in multiple dependent forms define multiple technical ideas.

[0178] Technical Thought 1 A flight control device, The flight control device (40) controls the driving of the flight motor to maintain the electric flying object (10) including the plurality of flight motors (81, 81A, 81B) in a stable posture. The flight control device includes: a maintenance determination unit (S104 to S106, S404 to S407) for determining, when an abnormality occurs in the flight motor, whether the electric flying body can be maintained in the stable posture for at least one of a state in which the driving of the abnormal motor that has the abnormality among the plurality of flight motors is stopped and a state in which the driving of the abnormal motor is continued; and The output regulating unit (S107 to S110, S301 to S303, S408 to S413), when judging that the electric flying body can be maintained in the above-mentioned stable posture, performs output regulation of at least one of the normal motors in the plurality of flying motors that do not have the above-mentioned abnormality and the above-mentioned abnormal motors, so as to maintain the above-mentioned electric flying body in the above-mentioned stable posture.

[0179] Technical Thought 2 The flight control device as described in technical concept 1, wherein: The output adjustment unit includes a drive continuing unit (S108, S109, S409, S410), The drive continuing unit continues driving the abnormal motor as the output adjustment when the maintenance determination unit determines that the electric flying body cannot be maintained in the stable posture in a state where the driving of the abnormal motor is stopped.

[0180] Technical Thought 3 A flight control device as described in technical idea 1 or 2, wherein: The method comprises an excessive determination unit (S106, S407) for determining whether the output of the abnormal motor is excessive when the maintenance determination unit determines that the electric flying body cannot be maintained in a stable posture in a state where the driving of the abnormal motor is stopped, The output adjustment unit has a reduction continuing unit (S109, S411), The reduction continuing unit continues driving the abnormal motor by reducing the output of the abnormal motor as the output adjustment when the excess determining unit determines that the output is excessive.

[0181] Technical Thought 4 A flight control device as described in technical concept 3, wherein: The reduction continuing unit intermittently continues driving of the abnormal motor to reduce an output of the abnormal motor.

[0182] Technical Thought 5 A flight control device as described in technical idea 3 or 4, wherein: The output adjustment unit has a continuous drive unit (S108, S409), The continuous driving unit continuously continues driving the abnormal motor when the excess determination unit determines that the excess voltage is not excessive.

[0183] Technical Thought 6 A flight control device as described in any one of technical concepts 1 to 5, wherein: The output adjustment unit has a drive stopping unit (S107, S408, S412), The drive stopping unit stops driving of the abnormal motor when the maintenance determination unit determines that the electric flying body can be maintained in the stable posture in a state where driving of the abnormal motor is stopped.

[0184] Technical Thought 7 A flight control device as described in any one of technical concepts 1 to 6, wherein: The system includes an avoidance request unit (S206, S207) for requesting the electric flying object to avoid when the electric flying object cannot be flown while being maintained in the stable posture even when the output adjustment unit performs the output adjustment.

[0185] Technical Thought 8 A flight control device as described in technical idea 7, wherein: The avoidance request unit includes a landing request unit (S206), The landing request unit requests the electric flying object to vertically land on the landing possible land when the landing possible land on which the electric flying object can land is located below the electric flying object and the electric flying object can be maintained in the stable posture when the electric flying object vertically lands.

[0186] Technical Thought 9 A flight control device as described in technical idea 7 or 8, wherein: The avoidance request unit includes a search request unit (S207), The search request unit requests a search for the landing land when the landing land on which the electric flying object can land is not located below the electric flying object or when the electric flying object cannot be maintained in the stable posture when the electric flying object vertically lands.

[0187] Technical Thought 10 A flight control device as described in any one of technical concepts 1 to 9, wherein: The above-mentioned maintenance determination unit has: a stop determination unit (S104, S404, S405) for determining whether the electric flying body can be maintained in the stable posture in a state where the driving of the abnormal motor is stopped; and A continuation determination unit (S105, S106, S406, S407) is configured to determine whether the electric flying object can be maintained in the stable posture while the driving of the abnormal motor continues.

[0188] Technical Thought 11 A flight control program, The flight control program controls the driving of the flight motor so that the electric flying object (10) including the plurality of flight motors (81, 81A, 81B) flies in a stable posture. The flight control program causes at least one processor (41) to function as a maintenance determination unit (S104-S106, S404-S407) and an output adjustment unit (S107-S110, S301-S303, S408-S413). The maintenance determination unit determines whether the electric flying body can be maintained in the stable posture based on at least one of a state in which the abnormal motor having the abnormality among the plurality of the flight motors is stopped and a state in which the abnormal motor is continued to be driven, when the abnormality occurs in the flight motor. When it is determined that the electric flying body can be maintained in the stable posture, the output adjustment unit adjusts the output of at least one of the normal motors in the plurality of flying motors that do not have the abnormality and the abnormal motors to maintain the electric flying body in the stable posture.

[0189] Technical Thought 12 A flight control method, The flight control method controls the driving of the flight motor so that an electric flying object (10) including a plurality of the flight motors (81, 81A, 81B) flies in a stable posture. The flight control method comprises the following steps in a process executed by at least one processor (41): In the case where an abnormality occurs in the flight motor, it is determined whether the electric flying body can be maintained in the stable posture for at least one of a state in which the abnormal motor having the abnormality occurs among the plurality of flight motors and a state in which the abnormal motor continues to drive (S104 to S106, S404 to S407). When it is determined that the electric flying body can be maintained in the stable posture, output adjustment is performed on at least one of the normal motors in the plurality of flight motors that do not have the abnormality and the abnormal motors to maintain the electric flying body in the stable posture (S107 to S110, S301 to S303, S408 to S413).

[0190] Technical Thought 13 A flight control device, The flight control device (40) controls the driving of the flight motor to maintain the electric flying object (10) including the plurality of flight motors (81, 81A, 81B) in a stable posture. The flight control device includes: a coil determination unit (S504 to S507) for determining whether the electric flying object can be maintained in the stable posture based on at least one of a state in which energization to an abnormal coil having an abnormality among a plurality of coils (85A, 85B) of the flying motor is stopped and a state in which energization to the abnormal coil is continued when an abnormality occurs in the flying motor; and The coil adjustment unit (S508~S513), when it is determined that the electric flying body can be maintained in the above-mentioned stable posture, adjusts the power supply method of supplying power to at least one of the normal coils in the multiple coils without the above-mentioned abnormality and the above-mentioned abnormal coils, so as to maintain the above-mentioned electric flying body in the above-mentioned stable posture.

[0191] Technical Thought 14 A flight control program, The flight control program controls the driving of the flight motor so that the electric flying body (10) including the plurality of flight motors (81, 81A, 81B) is maintained in a stable posture. The flight control program enables at least one processor (41) to function as a coil determination unit (S504-S507) and a coil adjustment unit (S508-S513). The coil determination unit determines whether the electric flying body can be maintained in the stable posture based on at least one of a state in which power supply to an abnormal coil having an abnormality among a plurality of coils (85A, 85B) of the flying motor is stopped and a state in which power supply to the abnormal coil is continued when an abnormality occurs in the flying motor, When determining that the electric flying object can be maintained in the stable posture, the coil adjustment unit adjusts the output of at least one of a normal coil without the abnormality and the abnormal coil among the plurality of coils to maintain the electric flying object in the stable posture.

[0192] Technical Thought 15 A flight control method, The flight control method controls the driving of the flight motor so that an electric flying object (10) including a plurality of the flight motors (81, 81A, 81B) flies in a stable posture. The flight control method comprises the following steps in a process executed by at least one processor (41): When an abnormality occurs in the flight motor, it is determined whether the electric flying object can be maintained in the stable posture for at least one of a state in which the power supply to an abnormal coil having the abnormality among a plurality of coils (85A, 85B) of the flight motor is stopped and a state in which the power supply to the abnormal coil is continued (S504-S507). When it is determined that the electric flying object can be maintained in the stable posture, output adjustment is performed on at least one of the normal coils in the plurality of coils that do not have the abnormality and the abnormal coils to maintain the electric flying object in the stable posture (S508 to S513).

Claims

1. A flight control device, the flight control device (40) controlling the driving of flight motors (81, 81A, 81B) to maintain an electric flying object (10) including a plurality of the flight motors in a stable posture, the flight control device comprising: a maintenance determination unit (S104 to S106, S404 to S407) for determining, when an abnormality occurs in the flight motor, whether the electric flying body can be maintained in the stable posture for at least one of a state in which the driving of the abnormal motor that has the abnormality among the plurality of flight motors is stopped and a state in which the driving of the abnormal motor is continued; as well as An output regulating unit (S107 to S110, S301 to S303, S408 to S413), when determining that the electric flying body can be maintained in the stable posture, performs output regulation of at least one of a normal motor in the plurality of flying motors that does not have the abnormality and the abnormal motor, so as to maintain the electric flying body in the stable posture.

2. The flight control device according to claim 1, characterized in that: The output adjustment unit includes a driving continuation unit (S108, S109, S409, S410), The drive continuing unit continues driving the abnormal motor as the output adjustment when the maintenance determination unit determines that the electric flying body cannot be maintained in the stable posture in a state where the driving of the abnormal motor is stopped.

3. The flight control device according to claim 1 or 2, characterized in that: The method comprises an excessive determination unit (S106, S407) for determining whether the output of the abnormal motor is excessive when the maintenance determination unit determines that the electric flying body cannot be maintained in a stable posture in a state where the driving of the abnormal motor is stopped, The output adjustment unit includes a reduction continuing unit (S109, S411) for continuing the driving of the abnormal motor by reducing the output of the abnormal motor as the output adjustment when the excessive determination unit determines that the output is excessive.

4. The flight control device according to claim 3, characterized in that: The reduction continuing unit intermittently continues driving of the abnormal motor to reduce an output of the abnormal motor.

5. The flight control device according to claim 3, characterized in that: The output adjustment unit includes a continuous driving unit (S108, S409) for continuously driving the abnormal motor when the excessive determination unit determines that the excessive voltage is not excessive.

6. The flight control device according to claim 1 or 2, characterized in that: The output adjustment unit includes a drive stopping unit (S107, S408, S412) that stops driving the abnormal motor when the maintenance determination unit determines that the electric flying body can be maintained in the stable posture in a state where the driving of the abnormal motor is stopped.

7. The flight control device according to claim 1 or 2, characterized in that: An avoidance request unit (S206, S207) is included for requesting the electric flying object to avoid when the electric flying object cannot be flown while maintaining the stable posture even if the output adjustment unit performs the output adjustment.

8. The flight control device according to claim 7, characterized in that: The avoidance request unit has a landing request unit (S206), which requests the electric flying body to land vertically on the landing land when the landing land on which the electric flying body can land is located below the electric flying body and the electric flying body can be maintained in the stable posture when the electric flying body lands vertically.

9. The flight control device according to claim 7, characterized in that: The avoidance request unit has a search request unit (S207), which requests to search for the landing land when the landing land where the electric flying body can land is not located below the electric flying body or when the electric flying body cannot be maintained in the stable posture when the electric flying body lands vertically.

10. The flight control device according to claim 1 or 2, characterized in that: The maintenance determination unit includes: a stop determination unit (S104, S404, S405) for determining whether the electric flying body can be maintained in the stable posture in a state where the driving of the abnormal motor is stopped; as well as A continuation determination unit (S105, S106, S406, S407) is configured to determine whether the electric flying object can be maintained in the stable posture while the driving of the abnormal motor is continued.

11. A flight control program, the flight control program controlling the driving of flight motors (81, 81A, 81B) so that an electric flying object (10) including a plurality of the flight motors flies in a stable posture, The flight control program enables at least one processor (41) to function as a maintenance determination unit (S104-S106, S404-S407) and an output adjustment unit (S107-S110, S301-S303, S408-S413), When an abnormality occurs in the flight motor, the maintenance determination unit determines whether the electric flying body can be maintained in the stable posture based on at least one of a state in which the abnormal motor having the abnormality among the plurality of flight motors is stopped from driving and a state in which the abnormal motor is continued to drive. When it is determined that the electric flying object can be maintained in the stable posture, the output adjustment unit adjusts the output of at least one of a normal motor in the plurality of flying motors that does not have the abnormality and the abnormal motor to maintain the electric flying object in the stable posture.

12. A flight control method, the method controlling the driving of flight motors (81, 81A, 81B) so that an electric flying object (10) including a plurality of the flight motors flies in a stable posture, The flight control method comprises the following steps in a process executed by at least one processor (41): When an abnormality occurs in the flight motor, determining whether the electric flying body can be maintained in the stable posture for at least one of a state in which the abnormal motor having the abnormality occurs among the plurality of flight motors is stopped and a state in which the abnormal motor is continued (S104 to S106, S404 to S407); When it is determined that the electric flying body can be maintained in the stable posture, output adjustment is performed on at least one of the normal motors in the plurality of flying motors that do not have the abnormality and the abnormal motor to maintain the electric flying body in the stable posture (S107 to S110, S301 to S303, S408 to S413).

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