Electric propulsion system control device

Abstract

Electric propulsion system control device (100) comprising an electric drive motor (102) which drives a propulsion propeller (101) to rotate, a current detection device (105) for detecting a current of the electric drive motor (102), a speed detection device for detecting a speed of the electric drive motor (102) and a drive control device (103) for controlling the electric drive motor, wherein the drive control device (103) comprises: a drive force calculation unit that roughly determines a torque of the electric drive motor (102) based on the current detected by the current detection device (105); a condition calculation unit that roughly determines an airspeed; and a thrust control unit that changes one or both of the torque and speed of the electric drive motor (102), and wherein the condition calculation unit is designed to approximate the airspeed based on a pre-stored data set relative to the airspeed and a propeller characteristic and a variety of torque and rotational speed determination values ​​detected under different propulsion conditions; wherein the condition calculation unit is designed to approximate an air density and the airspeed based on a pre-stored data set relative to the air density, the airspeed and the propeller characteristics and the multitude of torque and rotational speed determination values ​​detected under different propulsion conditions; wherein the thrust control unit has an efficiency maximization function for changing one or both of the rotational speed of the drive motor (102) and the pitch angle, which is changed using the adjustment mechanism, according to the approximate determined air density and airspeed, in order to maximize the efficiency of the propeller (101).

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The present invention relates to an electric propulsion system control device having an electric propulsion motor that drives a propulsion propeller to rotate, a current detecting device for detecting a current of the electric propulsion motor, a speed detecting device for detecting a speed of the electric propulsion motor, and a drive control device for controlling the electric propulsion motor, and in particular to an electric propulsion system control device suitable for drive control of a propulsion propeller of an aircraft. 2. Description of the relevant state of the art

[0002] To fly an aircraft safely and efficiently, it is important to monitor airspeed and air density during flight.

[0003] In an aircraft, airspeed is typically detected by detecting a dynamic pressure proportional to the square of the airspeed using a pressure gauge connected to a Pitot tube via a pipe.

[0004] With this method, a maximum delay of approximately several seconds may occur before a change in dynamic pressure occurring at a front end of the Pitot tube propagates through the tube to reach the pressure gauge and is detected as an airspeed change, and therefore this method is problematic when applied in a case where the airspeed changes over time.

[0005] In order to maintain efficiency in an aircraft propulsion system and thereby maintain a flight attitude and altitude of the airframe, operating conditions of the propulsion system, such as a speed and pitch angle of a propeller, must be adjusted according to the flight speed.

[0006] However, when an airspeed detection device employing the aforementioned Pitot tube is used in cases where the airspeed changes over time, such as during takeoff or in stormy conditions, airspeed detection and operating condition adjustment cannot be performed in time relative to the airspeed change, resulting in a reduction in efficiency, and consequently, problems such as a longer takeoff run and a large loss of altitude may occur.

[0007] A fast-response airspeed detection device, such as a hot-wire anemometer, is also available, but disadvantages in terms of cost, weight, and so on are inevitable when such a device is installed on an aircraft. SUMMARY OF THE INVENTION

[0008] On the other hand, in a known method applied to a watercraft, a fluid velocity is detected at low cost and without weight load by using a set of data relating to a torque and a speed estimated from a motor current used to drive a propulsion propeller and the fluid velocity (see US 6 986 688 B1).

[0009] This conventional method uses only an electrical device, rather than an insufficiently responsive device such as a Pitot tube, and therefore detection is performed at high speed. However, in an aircraft propulsion propeller, the air density changes according to the change in altitude, and therefore a separate air density detection device must be provided.

[0010] Furthermore, for an aircraft propulsion propeller, the airspeed has a binary relationship with the torque and speed of the propeller, and therefore the airspeed cannot be accurately detected simply by a simple combination of speed and torque.

[0011] Fig. 2 is a block diagram showing an electric propulsion system control device 500 using a known Pitot tube, wherein an aircraft is propelled by a propulsion propeller 501, and the propulsion propeller 501 is driven by an electric propulsion motor 502 controlled by a propulsion controller 503 using power supplied from a power supply 504.

[0012] An airspeed U is detected by an airspeed detecting device composed of a Pitot tube 509, a pressure tube, and a pressure gauge 510. However, a maximum of approximately several seconds is required for the dynamic pressure to be transmitted from the Pitot tube 509 through the pressure tube to the pressure gauge 510 to be detected as a change in the airspeed U, and further, a separate air density detecting device 511 must be provided to detect the air density.

[0013] When the known method described in US 6 986 688 B1 is applied to a propulsion propeller of an aircraft, the aircraft still requires an air density detection device, and furthermore, according to a characteristic of the aircraft propulsion propeller described in Fig. 3, in a relationship between the airspeed U and a combination of a torque τ and a rotational speed N, the torque τ has a binary property relative to the airspeed U, and therefore the airspeed U cannot be detected simply by detecting individual values ​​of the torque τ and the rotational speed N.

[0014] For example, in a propulsion propeller with the Fig. 3 shown characteristic when a speed value N = N3 rpm and a torque value τ = τ a Nm are detected, the estimated airspeed U indicates one of two values, ie either U a1 m / s or U a2 m / s, and therefore the flight speed U cannot be specified.

[0015] Thus, the inventor has solved the problem of this binary property, further enabling air density detection by detecting a plurality of torque and speed values ​​under different driving conditions according to the response of an electric drive motor, and thereby achieved a completely new concept not available in the prior art.

[0016] More particularly, it is an object of the present invention to provide an electric propulsion system control device using only an electric device so as to suppress effects on weight and cost, capable of accurate detection even when an airspeed has a binary relationship with a torque and a rotational speed of a propeller, and thereby having improved detection precision and responsiveness.

[0017] Fig. 1 is a block diagram showing an electric propulsion system control device 100 according to the present invention, wherein, in substantially the same manner as in the known example described above, an aircraft is propelled by a propulsion propeller 101, and the propulsion propeller 101 is driven by an electric propulsion motor 102 controlled by a propulsion control device 103 using power supplied from a power supply device 104.

[0018] In the present invention, values ​​of torque τ and rotational speed N can be detected within a short period by having a current detector 105 and a voltage detector 106 detect a voltage and a current, and therefore, a plurality of values ​​of torque τ and rotational speed N under different driving conditions can be obtained in an extremely short time. Accordingly, one of two values ​​of a characteristic having a binary property can be accurately estimated, and thus the airspeed U is accurately estimated using only an electrical device, that is, without using a Pitot tube or the like.

[0019] Furthermore, the air density is only accurately estimated using an electrical device based on the plurality of values ​​of the torque τ and the rotational speed N.

[0020] Regarding the rotational speed N, various small lightweight detecting devices are available in which an optical sensor, a magnetic sensor or the like is provided, and therefore the rotational speed N can be detected using a separate rotational speed detecting device independently of the voltage detecting device.

[0021] In particular, the present invention solves the problems described above by providing an electric propulsion system control device including an electric propulsion motor that drives a propulsion propeller to rotate, a current detecting device for detecting a current of the electric propulsion motor, a speed detecting device for detecting a speed of the electric propulsion motor, and a drive control device for controlling the electric propulsion motor, wherein the drive control device comprises: a driving force calculating unit that roughly determines a torque of the electric propulsion motor based on the current detected by the current detecting device; a condition calculating unit that roughly determines a flight speed;and a thrust control unit that changes one or both of the torque and the speed of the electric propulsion motor, and the condition calculation unit is configured to roughly determine the flight speed based on a pre-stored data set relative to the flight speed and a propeller characteristic and a plurality of torque and speed detection values ​​detected under different propulsion conditions.;

[0022] In the electric propulsion system control device according to the present invention, the condition calculation unit is configured to roughly estimate the airspeed based on the prestored data set relative to the airspeed and propeller characteristics, and the plurality of torque and speed detection values ​​detected under different propulsion conditions. Therefore, the airspeed can be detected using only the electric device. Consequently, weight and cost impacts are eliminated, and improvements in detection precision and responsiveness are achieved.

[0023] In particular, for an aircraft, even when the flight speed changes over time, such as during takeoff or under stormy conditions, airspeed detection and operating condition adjustment can be performed quickly, timely, and accurately relative to the change in airspeed. Furthermore, the operating conditions of the propulsion system, such as the propeller speed and pitch angle, can be adjusted to optimal values ​​with a high degree of responsiveness, thereby maintaining the efficiency of the propulsion system and stabilizing the flight attitude and altitude of the airframe. Consequently, an increase in takeoff run and a significant loss of altitude are prevented, leading to improved safety.

[0024] According to the present invention, the condition calculation unit is designed to roughly determine the air density and the flight speed, and therefore the flight speed can be accurately detected even if the propeller characteristic changes according to the air density.

[0025] Furthermore, even if optimal operating conditions vary according to altitude, the altitude can be roughly determined by detecting the air density, and therefore the operating conditions of the propulsion system, such as the rotational speed and pitch angle of the propeller, can be adjusted to optimal values ​​with a high degree of responsiveness.

[0026] Preferably, the condition calculation unit has a detection control function for causing the thrust control unit to change one or both of the torque and speed of the electric propulsion motor for a short time. Thus, combinations of torque and speed values ​​can be detected by intermittently activating the detection control function at desired times, and consequently, the flight speed and air density can be detected according to the operating conditions, preventing any effect of the speed change on the movement of the airframe.

[0027] Preferably, the thrust control unit is designed to be able to control both the electric drive motor and the adjustment mechanism independently, and therefore the operating conditions of the propulsion system can be adjusted to optimal values ​​with an even higher degree of responsiveness.

[0028] According to the present invention, the thrust control unit has an efficiency maximizing function for varying one or both of the drive motor and the pitch angle, which is varied using the variable-pitch mechanism, according to the estimated air density and airspeed to maximize propeller efficiency. Therefore, even if the airspeed changes unexpectedly due to a gust of wind or the like during takeoff of the aircraft, a reduction in efficiency and an increase in takeoff run are prevented. Consequently, the risk of overshoot is reduced, leading to improved safety.

[0029] Preferably, the thrust control unit has a speed maintenance function for varying one or both of the electric drive motor and the adjustment mechanism according to the estimated air density and airspeed to maintain the airspeed. Therefore, even if the airspeed changes unexpectedly due to a gust of wind or the like in an aircraft in flight, a loss of altitude is prevented, thus improving safety.

[0030] Preferably, the thrust control unit is designed to be able to switch between the efficiency maximizing function and the speed maintaining function according to the estimated air density, and therefore optimal control can be performed according to the altitude of the aircraft, resulting in a further improvement in safety. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 shows a block diagram of an electric propulsion system control device according to the present invention; Fig. 2 is a block diagram showing an electric propulsion system control device using a known Pitot tube; Fig. 3 shows a graphical representation of a characteristic of an aircraft propulsion propeller; Fig. 4 shows a graphical representation of a set of data relating to an airspeed U, a torque τ and a speed N of a propulsion propeller 101 and an air density p; Fig. Figure 5 shows a graphical representation of a set of data relating to a propeller thrust ratio J, a propeller power coefficient C P and the speed N; Fig. 6 is a flowchart illustrating the detection of the flight speed U and the air density p according to a first embodiment of the present invention; Fig. Fig. 7 is an explanatory view showing the detection of air density p; Fig. 8 is a block diagram showing an electric propulsion system control device using a fixed-pitch propeller and having a speed maintaining function according to the first embodiment of the present invention; Fig. 9 is a block diagram showing an electric propulsion system control device using a variable-pitch propeller and having a speed maintaining function according to the first embodiment of the present invention; Fig. 10 is a block diagram showing an electric propulsion system control device using a known Pitot tube and having a speed maintaining function; Fig. 11 is a block diagram showing an internal combustion engine propulsion system control device using a known Pitot tube and having a speed maintaining function; Fig. 12 shows a graphical representation of a set of data relating to propeller thrust T, airspeed U, rotational speed N, air density p and propeller feed ratio J; Fig. Figure 13 shows a comparative graphical representation of a temporal variation of the airspeed U of a small four-seater aircraft when a subsequent gust of wind blows; Fig. Figure 14 shows a comparative graphical representation of a temporal variation of an altitude H of a small four-seater aircraft when a subsequent gust of wind blows; Fig. 15 is a block diagram showing an electric propulsion system control device using a variable-pitch propeller and having an efficiency maximizing function according to the first embodiment of the present invention; Fig. 16 is a block diagram showing an electric propulsion system control device using a known Pitot tube and having an efficiency maximizing function; Fig. 17 is a flowchart showing propulsion system control according to the first embodiment of the present invention; Fig. Figure 18 shows a graphical representation of a set of data relating to a propulsion system efficiency η, the thrust ratio J and the propeller power coefficient C P refers to; Fig. 19 shows a comparative graphical representation of a temporal variation in propeller thrust T; and Fig. 20 shows a comparative graphical representation of a takeoff run length L. DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0031] An electric propulsion system control device according to the present invention comprises: an electric propulsion motor that drives a propulsion propeller to rotate, a current detecting device for detecting a current of the electric propulsion motor, a speed detecting device for detecting a speed of the electric propulsion motor, and a drive control device for controlling the electric propulsion motor, wherein the drive control device comprises: a driving force calculation unit that roughly determines a torque of the electric propulsion motor based on the current detected by the current detecting device; a condition calculation unit that roughly determines a flight speed; and a thrust control unit that changes one or both of the torque and the speed of the electric propulsion motor, and the condition calculation unit is designed toTo roughly determine the airspeed based on a prestored data set relative to the airspeed and a propeller characteristic, as well as a plurality of torque and speed detection values ​​detected under different propulsion conditions. As long as the electric propulsion system control device according to the present invention uses only an electrical device, thus eliminating weight and cost impacts, and is capable of accurate detection even when the airspeed has a binary relationship with the propeller torque and speed, thereby providing improved detection precision and responsiveness, there are no limitations on specific embodiments.

[0032] The electric propulsion system control device according to the present invention is preferably applied to an aircraft, but it may also be applied to a watercraft or a wind-driven body moving over land.

[0033] Furthermore, the present invention can be applied to a configuration in which the propulsion propeller is a wind turbine, such as a wind turbine generator, and the electric propulsion motor is normally used as a power generator. (First embodiment)

[0034] The electric propulsion system control device 100 according to the present invention will now be described with reference to Fig. 1 described in more detail.

[0035] The drive control unit 103 has a data set relating to the flight speed U, the torque τ and the speed N of the propulsion propeller 101 and the air density p, as shown in Fig. 4 and Fig. 5, and has a function for roughly determining the torque τ generated by the electric drive motor 102 from a current I supplied to the electric drive motor 102 and obtained from the current detecting means 105, and a function (rotational speed detecting means) for roughly determining the rotational speed N from a voltage E applied to the electric drive motor 102 and obtained from the voltage detecting means 106.

[0036] The drive control device 103 is capable of detecting the torque τ and the rotational speed N from the supplied current I and the applied voltage E, which are successively obtained from the current detection device 105 and the voltage detection device 106, respectively, and the flight speed U and the air density p using a procedure to be described below.

[0037] In the detection procedure for the flight speed U and the air density p for an aircraft in flight at (U0, ρ0, N0, τ0), as in Fig. 6, the drive control unit 103 first roughly determines N0, τ0 from E0, I0.

[0038] Since a thrust T of the propeller is normally determined from the flight conditions of the aircraft and the speed N cannot be freely modified to detect the airspeed U and the air density p, the speed N is changed by a tiny amount (ΔN) within a sufficiently small duration relative to an acceleration / deceleration response of the airframe so that an average value of the thrust T is maintained, with the torque τ at each speed N being roughly determined from the supplied current I and a propeller inertia.

[0039] After the speed has returned to N0, δ (τ / τ0) / δN 2calculated from a value obtained by dividing the torque τ by τ0, as in Fig. 7 is shown.

[0040] As in Fig. 4 is shown, δτ / δN 2 typically a function of both the flight speed U and the air density p. δ (τ / τ0) / δN 2 is, however, a function only of the airspeed U, and therefore using δ (τ / τ0) / δN 2 U0 can be calculated without the need for a separate air density detection device.

[0041] A thrust ratio J0 of the propeller is calculated from the calculated U0 using a relationship shown below in equation (1), where C P based on J0 and the Fig. 5 shown relationship is calculated. [Equation 1] J=ANDp (D P : propeller diameter) ρ0 is then calculated from the obtained C using a relationship shown below in equation (2) P (J0) is calculated. [Equation 2] CP=PρN3Dp5

[0042] Consequently, it is possible to detect the airspeed U and the air density ρ, which could not be detected using the known method, and therefore, increases in responsiveness and detection precision can be achieved compared to the known method without incurring a burden in terms of weight and cost, by detecting the airspeed U and the air density ρ using parameters of the electrified propulsion system. [Second embodiment]

[0043] An electric propulsion system control device having a speed maintaining function serving as another embodiment of the present invention will now be described.

[0044] Fig. Figure 8 shows a configuration in which a fixed pitch propeller 121 is used as the propulsion propeller, and Fig. 9 shows a configuration in which a controllable pitch propeller 131 is used as the propulsion propeller.

[0045] The fixed-pitch propeller 121 or the controllable-pitch propeller 131 is driven by the electric drive motor 102, which is controlled by the drive control device 103.

[0046] Furthermore, Fig. 10 shows, for comparison purposes, a configuration in which an airspeed detection device is used which is formed from the known Pitot tube 509, a pressure pipe, a pressure gauge 510 and so on, while Fig. 11 shows a configuration in which the propulsion propeller 501 is driven by an internal combustion engine 512 controlled by an engine controller 513 using fuel supplied from a known fuel tank 514.

[0047] In all embodiments and reference examples, the drive control devices 103, 503 and the engine control device 513 have a function for detecting the flight speed U and the air density ρ when applying the method described above, have a data set relating to relationships between the propeller thrust T, the flight speed U, the rotational speed N and the air density ρ, as shown in Fig. 12, and have a function of increasing the propeller thrust T according to an equation (3) shown below using the data set when the detected airspeed U is lower than an indicated airspeed value U ref which has been input from an airspeed display unit 107, 507, and for reducing the propeller thrust T when the detected airspeed U is higher than the displayed airspeed value U ref . [Equation 3] CT=TρN2Dp4

[0048] When a subsequent gust of wind acts on an aircraft in flight, the airspeed U decreases and consequently the airframe begins to descend.

[0049] If the airspeed U is not restored at this time, the aircraft may be stalled or crash, and it is therefore necessary to quickly detect the wind gust and restore the airspeed U.

[0050] In the configuration with the well-known Pitot tube 509, which is used in Fig. 10 and Fig. 11, a maximum of approximately several seconds may be required to transmit the dynamic pressure from the Pitot tube 509 through the pressure pipe to the pressure gauge 510 for detection as a change in the airspeed U.

[0051] In this embodiment of the present invention, which is described in Fig. 8 and Fig. On the other hand, as shown in Figure 9, a change in airspeed U is detected based on the parameters of the propulsion system without using a tube, and therefore the time required for detection is extremely short. Consequently, a gust of wind can be detected extremely quickly.

[0052] Fig. 13 and Fig. 14 each show changes in the flight speed U and the altitude H of a small four-seater aircraft over time when a subsequent gust of wind blows.

[0053] At the Fig. In the configuration shown in Figure 10, the processes for detecting the flight speed U and starting the increase of the propeller thrust T are delayed as described above, and therefore the recovery of the flight speed U is also delayed. Consequently, the altitude H decreases to a substantially equal level to that of the prior art shown in Fig. 11 is shown.

[0054] In this embodiment of the present invention, which is described in Fig. 8 and Fig. 9, on the other hand, the airspeed U is detected earlier than in the case where a gust of wind is detected and the airspeed U is restored, according to the prior art shown in Fig. 10 and Fig. 11, and consequently, the reduction in altitude H can be reduced to half or less. Thus, both speed detection and thrust control can be performed at high speed, and therefore, there is a particular effect on restoring the airspeed U and suppressing a loss of altitude H. [Third Embodiment]

[0055] An electric propulsion system control device having an efficiency maximizing function serving as another embodiment of the present invention will now be described.

[0056] Fig. 15 shows a configuration essentially the same as Fig. 9, ie a configuration in which the controllable pitch propeller 131 is used as the propulsion propeller.

[0057] The controllable pitch propeller 131 is driven by the electric drive motor 102, which is controlled by the drive control device 103.

[0058] Furthermore, Fig. 16 shows, for comparison purposes, a configuration using an airspeed detecting device formed from the known Pitot tube 509, a pressure tube and a pressure gauge 510, and so on.

[0059] Fig. 17 shows a propulsion system control sequence of the drive control device 103.

[0060] Assuming that an initial condition (U, p, P, N, β) of the thrust system is (U0, ρ0, P0, N0, β0), the drive control device 103 detects U0, J0, C P0, ρ0 using the procedure described above.

[0061] Next, a value of J1 to maximize η and a new setpoint N1 (= U0 / (J1D p ) of the speed N based on a relationship between an efficiency η of the propulsion system, the thrust ratio J and a propeller power coefficient C P calculated as in Fig. 18, with displayed output values ​​P ref and U0 received from an output display unit 108, 508.

[0062] The drive control device 103 maintains the rotational speed N at N1 for a minute period during which a change in the flight speed U is negligible and calculates a difference ΔP between a shaft power at N1 and P ref from a torque τ 0,5 , which is determined by a current I 0,5is roughly determined at this time. The drive control device 103 then calculates a difference Δβ between a value β1, which (U0, ρ0, P ref , N1, β1) and a current pitch angle β0 using an equation (5) shown below or a mathematical table, and increases the pitch angle of the variable-pitch propeller 131 by Δβ. Thereafter, the propulsion control device 103 repeats the above-described process following a change in the flight speed U and the air density ρ due to the movement of the airframe, and thus the efficiency of the propulsion system can be maximized at all times. [Equation 4] CP=J3PρU3Dp2 [Equation 5] Δβ=J13ΔPρ0U03Dp2(c1J1+c2)

[0063] A case where an airframe (a small four-seater aircraft) performs a takeoff will now be described, comparing this embodiment with cases where a detection method using a Pitot tube 509 provided in Fig. 16 is applied and a known fixed pitch propeller is used.

[0064] As in Fig. 19 and Fig. 20, when only the known Pitot tube 509 is used to detect the airspeed, the detection of the airspeed U, which increases with the passage of time, is delayed, making it impossible to adjust the rotational speed N and the pitch angle β in time, and consequently, amounts by which the thrust can be increased and a takeoff run length L can be reduced remain limited.

[0065] However, in this embodiment, the thrust during takeoff can be increased by a maximum of 20% compared with a case where a known fixed pitch propeller is used, thereby enabling a reduction in the takeoff run length L by approximately 10%, and since both speed detection and thrust control can be performed at a high speed, a particular effect on improving takeoff performance can be achieved.

[0066] With the present invention described above, the use of a single electrical device eliminates the impact on weight and cost. Furthermore, detection can be performed accurately even when the flight speed has a binary relationship with the propeller torque and speed. Consequently, improvements in detection precision and responsiveness can be achieved.

[0067] In particular, in the case of an aircraft, an increase in takeoff run and a large loss of altitude are prevented, which leads to an improvement in safety.

[0068] Furthermore, the electric propulsion system control device according to the present invention can be applied to a watercraft or a wind-driven body moving on land, and can also be applied to a configuration in which the propulsion propeller is a wind turbine or a water turbine and the electric propulsion motor is normally used as a wind-driven or water-driven generator.

Claims

[1] An electric propulsion system control device (100) comprising an electric propulsion motor (102) that drives a propulsion propeller (101) to rotate, a current detecting device (105) for detecting a current of the electric propulsion motor (102), a rotational speed detecting device for detecting a rotational speed of the electric propulsion motor (102), and a drive control device (103) for controlling the electric propulsion motor, the drive control device (103) comprising: a driving force calculation unit that roughly determines a torque of the electric drive motor (102) based on the current detected by the current detection device (105); a condition calculation unit that roughly determines an airspeed; and a thrust control unit that changes one or both of the torque and the speed of the electric drive motor (102), and wherein the condition calculation unit is configured to roughly determine the flight speed based on a pre-stored data set relative to the flight speed and a propeller characteristic and a plurality of torque and speed detection values ​​detected under different drive conditions; wherein the condition calculation unit is configured to roughly determine an air density and the flight speed based on a pre-stored data set relative to the air density, the flight speed and the propeller characteristic and the plurality of torque and speed detection values ​​detected under different drive conditions; wherein the thrust control unit has an efficiency maximizing function for changing one or both of the rotational speed of the drive motor (102) and the pitch angle, which is changed using the adjusting mechanism, according to the roughly determined air density and flight speed in order to maximize an efficiency of the propeller (101). [2] The electric propulsion system control device according to claim 1, wherein the condition calculation unit has a detection control function for causing the thrust control unit to change one or both of the torque and the rotational speed of the electric propulsion motor (102) for a short time and uses values ​​changed according to the detection control function as the plurality of torque and rotational speed detection values ​​detected under different propulsion conditions. [3] Electric propulsion system control device according to one of claims 1 to 2, wherein the propeller (101) is designed such that its pitch angle can be actively modified by an adjustment mechanism, the thrust control unit is designed to be able to control both the electric drive motor (102) and the adjustment mechanism independently, and the condition calculation unit has a detection control function for causing the thrust control unit to change the torque and / or the speed of the electric drive motor (102) and the pitch angle for a short time and to use values ​​changed according to the detection control function as the plurality of torque and speed detection values ​​detected under different drive conditions. [4] An electric propulsion system control device according to any one of claims 1 to 3, wherein the thrust control unit has a speed maintaining function for varying one or both of the electric propulsion motor (102) and the adjustment mechanism according to the estimated air density and flight speed to maintain the flight speed. [5] An electric propulsion system control device according to claim 4, wherein the thrust control unit is configured to be capable of switching between the efficiency maximizing function and the speed maintaining function in accordance with the estimated air density.

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