Propulsion system, propulsion control device and propulsion control program

Abstract

To provide a propulsion system, a propulsion control device and a propulsion control program which can secure safety of a movable body even when abnormality occurs in the propulsion system.SOLUTION: A motor device 60 includes: a motor 61; and a motor housing 70. The motor housing 70 includes: a motor opening part 72; a motor lid part 75; a motor lid holding part 76; and a motor holding drive part 77. An inverter device 80 includes: an inverter high pressure part 86; an inverter low pressure part 87; and an inverter housing 90. The inverter housing 90 includes: an inverter opening part 92; an inverter lid part 95; an inverter lid holding part 96; and an inverter holding drive part 97. A flight controller 40 activates, when high temperature abnormality occurs in drive heat parts such as the motor 61, the inverter high pressure part 86, or the inverter low pressure part 87, the holding drive parts 77, 97 to cancel holding of the lid parts 75, 95 through the lid holding parts 76, 96.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The disclosure in this specification relates to a propulsion system, a propulsion control device, and a propulsion control program. [Background technology]

[0002] Patent Document 1 describes an electric vehicle. This electric vehicle is equipped with a motor, an inverter, a motor control device, and a cooler. The cooler is capable of cooling the inverter. If an abnormality occurs in the cooler, the motor control device lowers the upper limit of the inverter's output. Patent Document 1 claims that this makes it possible to prevent the inverter and motor from stopping due to the inverter's temperature becoming too high, even if an abnormality occurs in the cooler. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-137157 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-mentioned Patent Document 1, the inverter output upper limit is lowered to suppress the temperature rise of the inverter, which is considered to reduce the degree of freedom regarding the driving of the motor. Therefore, when a moving body such as an electric vehicle is moving, there is a concern that if the degree of freedom regarding the driving of the motor is reduced, it will become difficult to move the moving body to a safe state.

[0005] A main objective of the present disclosure is to provide a propulsion system, a propulsion control device, and a propulsion control program that can ensure the safety of a moving body even if an abnormality occurs in the propulsion system. [Means for solving the problem]

[0006] The various aspects disclosed in this specification employ different technical means to achieve their respective objectives. The reference symbols in parentheses in the claims and in this section are merely examples showing the correspondence with the specific means described in the embodiments below as one aspect, and do not limit the technical scope.

[0007] In order to achieve the above object, the disclosed embodiment comprises: A propulsion system (30) for propelling a moving body (10), comprising: A motor (61) that drives the moving body to propel the moving body; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates a drive heat generating portion; a housing lid portion (75, 95) provided to be able to open a housing opening portion (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a lid release unit (77, 97, 176, 196, S105) that releases the holding of the housing lid by the lid holding unit when a high temperature abnormality occurs, including when the temperature of the driving heat generating unit reaches a predetermined temperature (T1); It is a propulsion system equipped with.

[0008] According to the above aspect, when a high temperature abnormality occurs in the driving heat generating portion, the housing lid is released from the lid holding portion, and the housing lid is opened. In this configuration, when the housing lid is opened, the driving heat generating portion can be directly cooled by the outside air flowing in from the housing opening. This makes it possible to prevent the motor from immediately stopping driving due to a high temperature abnormality in the driving heat generating portion, and to prevent the degree of freedom regarding the driving of the motor from being reduced due to a high temperature abnormality in the driving heat generating portion. Therefore, even if a high temperature abnormality occurs in the driving heat generating portion, it is possible to continue driving the motor until the moving body is evacuated to a safe state. As described above, the safety of the moving body can be ensured even if an abnormality occurs in the propulsion system.

[0009] The disclosed aspect comprises: A motor (61) that drives the moving body (10) to propel the moving body (10); a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates a drive heat generating portion; a housing lid portion (75, 95) provided to be able to open a housing opening portion (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control device (40) for controlling a propulsion system (30) having a high temperature determination unit (S102) that determines whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating unit reaching a predetermined temperature (T1); a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the hold of the housing lid unit when a high temperature abnormality occurs; A propulsion control device equipped with the above.

[0010] According to the above-mentioned propulsion control device, similarly to the above-mentioned propulsion system, the safety of the flying object can be ensured even if an abnormality occurs in the propulsion system.

[0011] The disclosed aspect comprises: A motor (61) that drives the moving body (10) to propel the moving body (10); a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates a drive heat generating portion; a housing lid portion (75, 95) provided to be able to open a housing opening portion (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; a propulsion control program (44) for controlling a propulsion system (30) having At least one processing section (42) A determination is made as to whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating part reaching a predetermined temperature (T1) (S102); This is a propulsion control program that drives the holding drive unit (S105) to transition the lid holding unit to a release state (P2) in which the lid holding unit releases its hold on the housing lid unit when a high temperature abnormality occurs.

[0012] According to the above-mentioned propulsion control program, similarly to the above-mentioned propulsion system, the safety of the flying object can be ensured even if an abnormality occurs in the propulsion system. [Brief description of the drawings]

[0013] [Figure 1] FIG. 1 is a diagram showing the configuration of an eVTOL in a first embodiment. [Diagram 2] FIG. 2 is a block diagram showing the electrical configuration of the propulsion system. [Diagram 3] 4 is a schematic vertical cross-sectional view of the inverter housing when the inverter lid is in a closed state. FIG. [Figure 4] 4 is a schematic vertical cross-sectional view of the inverter housing when the inverter lid is in an open state. FIG. [Diagram 5] 4 is a flowchart showing a procedure for flight control processing. [Figure 6] 10 is a flowchart showing the procedure of a flight control process in a second embodiment. [Figure 7] FIG. 11 is a block diagram showing the electrical configuration of a propulsion system according to a third embodiment. [Figure 8] 4 is a schematic vertical cross-sectional view of the inverter housing when the inverter lid is in a closed state. FIG. [Figure 9] 4 is a schematic vertical cross-sectional view of the inverter housing when the inverter lid is in an open state. FIG. [Figure 10] 4 is a flowchart showing a procedure for flight control processing. [Figure 11] FIG. 13 is a block diagram showing the electrical configuration of a propulsion system according to a fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, a number of embodiments for carrying out the present disclosure will be described with reference to the drawings. In each embodiment, the same reference numerals may be used to designate parts corresponding to matters described in the preceding embodiment, and duplicated descriptions may be omitted. In each embodiment, when only a part of the configuration is described, other embodiments described previously may be applied to other parts of the configuration. In addition to combinations of parts that are specifically indicated as being possible in each embodiment, it is also possible to partially combine embodiments even if not indicated, as long as there is no particular problem with the combination.

[0015] First Embodiment The propulsion system 30 shown in FIG. 1 is mounted on the eVTOL 10. The eVTOL 10 is an electric vertical take-off and landing aircraft. The electric vertical take-off and landing aircraft is an electric vertical take-off and landing aircraft, and is capable of vertical take-off and landing. eVTOL is an abbreviation for electric Vertical Take-Off and Landing aircraft. The eVTOL 10 is an electric flying object that flies in the atmosphere, and may be referred to as an electric flying object. The eVTOL 10 is also an electric aircraft, and may be referred to as an electric aircraft. The eVTOL 10 is a manned flying object on which a crew member rides. The crew member of the eVTOL 10 includes a pilot as a driver or operator. The propulsion system 30 is a system that drives the eVTOL 10 to propel it. The propulsion system 30 may be referred to as a flight system.

[0016] The eVTOL 10 has an airframe 11 and a propeller 20. The airframe 11 has an airframe main body 12 and wings 13. The airframe main body 12 is the fuselage of the airframe 11 and has a shape that extends, for example, in the front-to-rear direction. The airframe main body 12 has a passenger compartment 14 for passengers to ride in. The wings 13 extend from the airframe main body 12 and multiple wings 13 are provided on the airframe main body 12. The wings 13 are fixed wings. The multiple wings 13 include main wings, a tail, and the like.

[0017] The eVTOL 10 has a cabin. The cabin is provided inside the eVTOL 10. For example, the cabin is an internal space of the aircraft body 12, and is formed by the aircraft body 12. The cabin can be a crew cabin 14 or a cargo room. The crew cabin 14 can be a passenger cabin or a pilot cabin. The crew cabin 14 is provided with seats for the crew to sit in. The crew cabin 14 does not need to have a crew member on board, and may store cargo.

[0018] A plurality of propellers 20 are provided on the airframe 11. The eVTOL 10 is a multicopter having at least three propellers 20. For example, at least six propellers 20 are provided on the airframe 11. The propellers 20 are provided on each of the airframe body 12 and the wings 13. The propellers 20 rotate about a propeller axis. The propeller axis is, for example, the center line of the propeller 20. The propellers 20 can generate thrust and lift for the eVTOL 10. The propellers 20 are sometimes referred to as rotors or rotating wings.

[0019] In the eVTOL 10, the multiple propellers 20 make it easier to maintain aircraft balance. Even if the propeller output of one propeller 20 is unintentionally reduced, the eVTOL 10 can continue flying using the remaining propellers 20. The propeller output includes the rotation speed and torque of the propellers 20.

[0020] The propeller 20 has blades, a boss, and a propeller shaft. A plurality of blades are arranged in the circumferential direction of the propeller axis. The boss connects the plurality of blades. The propeller shaft is the rotation axis of the propeller 20, and extends from the boss along the propeller axis.

[0021] Flight modes of the eVTOL10 include vertical takeoff, vertical landing, cruise, hovering, etc. Flight modes are sometimes referred to as flight modes. In vertical takeoff, the eVTOL10 can take off without running. In vertical takeoff, the eVTOL10 may rise vertically or rise diagonally upward. In vertical landing, the eVTOL10 can land without running. In vertical landing, the eVTOL10 may descend vertically or descend diagonally downward.

[0022] Cruise may be referred to as horizontal flight. In cruise, the eVTOL 10 may fly horizontally without moving vertically, or may fly horizontally while moving vertically. Hovering may be referred to as stationary flight. In hovering, the eVTOL 10 may fly as if it is stopped at a predetermined position in the air, or the eVTOL 10 may deviate vertically or horizontally from the predetermined position.

[0023] The flight mode of the eVTOL10 also includes a lift. In the lift, the eVTOL10 moves in the up and down directions. The eVTOL10 may rise diagonally upward or descend diagonally downward as a lift. The eVTOL10 takes off vertically by lifting upward. The eVTOL10 lands vertically by lifting downward.

[0024] The eVTOL10 is a tilt rotor aircraft. In the eVTOL10, the tilt angle of the propeller 20 is adjustable. In the eVTOL10, one propeller 20 can function as both a lift propeller and a cruise propeller. For example, when the eVTOL10 lifts, the tilt angle is adjusted so that the propeller 20 functions as a lift rotor. When the eVTOL10 cruises, the tilt angle is adjusted so that the propeller 20 functions as a cruise rotor. Note that the eVTOL10 does not have to be a tilt rotor aircraft. For example, the eVTOL10 may have a lift propeller 20 and a cruise propeller 20 separately.

[0025] The eVTOL 10 has a battery 31, a distributor 32, a communication unit 34, a flight control device 40, and an EPU 50. The battery 31, the distributor 32, the communication unit 34, the flight control device 40, and the EPU 50 are included in a propulsion system 30. It is sufficient that the propulsion system 30 includes at least the flight control device 40 and the EPU 50. The flight control device 40 is sometimes referred to as a flight controller.

[0026] The battery 31 is connected to the EPU 50 so that it can be electrically connected thereto. The battery 31 is a power supply unit that supplies power to the EPU 50, and corresponds 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. Examples of this secondary battery include a lithium ion battery and a nickel-metal hydride battery. The battery 31 is capable of storing power, and corresponds to a power storage device. Note that a fuel cell, a generator, or the like may be used as the power supply unit in addition to or instead of the battery 31.

[0027] The distributor 32 is electrically connected to the battery 31 and the multiple EPUs 50. The distributor 32 distributes power from the battery 31 to the multiple EPUs 50. The battery 31 is electrically connected to the multiple EPUs 50 via the distributor 32. The battery 31 supplies power to the EPU 50 via the distributor 32.

[0028] The communication unit 34 is a communication device capable of wireless communication with an external device. The external device is a device located away from the eVTOL 10. The external device may be a communication device provided in an external facility on the ground, or a communication device provided in another flying object. The external facility may be a control center or a management center. The communication unit 34 is capable of communication with the flight control device 40. The communication unit 34 is connected to the flight control device 40 so as to be capable of wired communication. The communication unit 34 may be capable of wireless communication with the flight control device 40.

[0029] In Figures 1 and 2, EPU 50 is a device that drives propeller 20 to rotate, and corresponds to a drive device. EPU is an abbreviation for Electric Propulsion Unit. EPU 50 is sometimes referred to as an electric drive device or an electric drive system. An EPU 50 is provided individually for each of the multiple propellers 20. The EPUs 50 are arranged on the propellers 20 along the propeller axis. All of the multiple EPUs 50 are fixed to the airframe 11. The EPUs 50 support the propellers 20 so that they can rotate. The EPUs 50 are connected to the propellers 20. The propellers 20 are fixed to the airframe 11 via the EPUs 50.

[0030] As shown in FIG. 2, the eVTOL 10 has a propulsion device 100. The propulsion device 100 is formed to include a propeller 20 and an EPU 50. The propulsion device 100 is a device for propelling the eVTOL 10. The propulsion device 100 rotates the propeller 20 to fly the eVTOL 10. The eVTOL 10 is also a moving body that moves by the propulsion device 100. A plurality of propulsion devices 100 are provided in the eVTOL 10. One propulsion device 100 includes one each of the propeller 20 and an EPU 50 for driving the propeller 20. Of the propeller 20 and the EPU 50, only the EPU 50 may be referred to as the propulsion device 100.

[0031] The EPU 50 has a motor device 60 and an inverter device 80. The motor device 60 has a motor 61 and a motor housing 70. The motor housing 70 is a case and houses the motor 61. The motor housing 70 has a motor space 70a. The motor space 70a is an internal space of the motor housing 70.

[0032] The motor 61 is a multi-phase AC motor. The motor 61 is a multi-phase AC rotating electric machine. The motor 61 is a flight drive source for the eVTOL 10 and functions as an electric motor. The motor 61 drives and rotates the propeller 20, thereby enabling the eVTOL 10 to fly. The motor 61 is a flight motor for flying the eVTOL 10. The EPU 50 drives and rotates the propeller 20 by driving the motor 61. As the motor 61, for example, a brushless motor is used.

[0033] The motor 61 has a motor stator 62 and a motor rotor 63. The motor 61 has a motor stator 62. The motor stator 62 is a stator and is fixed to a motor housing 70. The motor rotor 63 rotates relative to the motor stator 62. The rotation of the motor rotor 63 is sometimes referred to as the rotation of the motor 61. The motor 61 is, for example, an axial gap type motor. In the motor 61, the motor stator 62 and the motor rotor 63 are arranged in the axial direction AD. The motor 61 is, for example, a double rotor type motor. The motor 61 has two motor rotors 63. In the motor 61, the two motor rotors 63 are arranged in the axial direction AD via the motor stator 62. The motor 61 has a motor shaft that rotates together with the motor rotor 63. The motor shaft is rotatably supported by the motor housing 70 or the like.

[0034] The axial direction AD is the direction in which the motor axis Cm extends. The motor axis Cm is the rotation axis of the motor rotor 63. The motor rotor 63 rotates around the motor axis Cm. The motor axis Cm is the center line of the motor rotor 63. The motor axis Cm is sometimes referred to as the rotation axis. With respect to the motor axis Cm, the axial direction AD, the circumferential direction CD, and the radial direction RD are perpendicular to each other. The outside of the radial direction RD is sometimes referred to as the radial outside or the outer circumferential side. The inside of the radial direction RD is sometimes referred to as the radial inside or the inner circumferential side.

[0035] The motor 61 is driven by power being supplied to the motor stator 62. The motor stator 62 has a stator coil. The stator coil is a multi-phase coil. The stator coil forms an armature. When power is supplied to the motor stator 62, a current flows through the stator coil, causing the motor rotor 63 to rotate. The motor rotor 63 has a rotor magnet such as a permanent magnet. The rotor magnet forms a field magnet. Driving the motor 61 to rotate the motor rotor 63 is sometimes referred to as rotational driving of the motor 61. The rotational driving of the motor 61 is sometimes simply referred to as driving the motor 61.

[0036] The inverter device 80 drives the motor device 60 by supplying power to the motor device 60. The inverter device 80 is a drive unit for driving the motor 61, and corresponds to a motor drive unit. The inverter device 80 has an inverter circuit 85 and an inverter housing 90. The inverter circuit 85 converts the power supplied to the motor 61. The inverter circuit 85 may be referred to as an inverter, a power conversion unit, or a control circuit. The inverter circuit 85 performs power conversion for each of the multiple phases. The motor 61 drives according to the voltage and current supplied from the inverter circuit 85.

[0037] The inverter housing 90 is a case that houses the inverter circuit 85 and an inverter control unit 81, which will be described later. The inverter housing 90 has an inverter space 90a. The inverter space 90a is the internal space of the inverter housing 90.

[0038] The inverter device 80 has an inverter control unit 81. The inverter control unit 81 performs motor control via an inverter circuit 85. The motor control is control for driving the motor 61. The inverter control unit 81 also performs propulsion control. The propulsion control is control for driving the propulsion device 100. The propulsion control includes motor control. The propulsion control is also control for controlling the EPU 50, and is sometimes referred to as EPU control.

[0039] The inverter control unit 81 has, for example, an ECU. ECU is an abbreviation for Electronic Control Unit. The inverter control unit 81 has a processor 82, a memory 83, and a program 84. The inverter control unit 81 is mainly configured with a computer. This computer has the processor 82, the memory 83, an input / output interface, a bus connecting these, etc. The memory 83 stores the program 84. The program 84 is a program for performing propulsion control. The program 84 corresponds to a propulsion control program.

[0040] The processor 82 is hardware for arithmetic processing coupled to the memory 83. The processor 82 executes various processes by accessing the memory 83. The memory 83 is a storage medium that stores a control program and the like. For example, the memory 83 is a non-transitory tangible storage medium that non-temporarily stores computer-readable programs and data. The non-transitory tangible storage medium is a non-transitory tangible storage medium, and is realized by a semiconductor memory, a magnetic disk, or the like. The program 84 includes computer-readable instructions that cause the processor 82 to execute various functions. The processor 82 is a processing unit that executes predetermined processes by executing instructions included in the program 84.

[0041] The inverter control unit 81 performs motor control according to the required output. The required output is the motor output required of the inverter control unit 81. The required output includes a required torque required for the output torque. The required output is included in a command signal output by the flight control device 40 to the inverter control unit 81. The inverter control unit 81 adjusts the motor output according to the required output. The required output and the required torque are sometimes referred to as a target output and a target torque. Note that the motor output may be expressed as a torque, a current, a voltage, a motor rotation speed, or the like.

[0042] The inverter control unit 81 performs motor control using command signals from the flight control device 40 and detection signals from various sensors. The various sensors are communicatively connected to the inverter control unit 81. The various sensors include a motor sensor and an inverter sensor. The battery sensor is a sensor provided in the motor device 60. The inverter sensor is a sensor provided in the inverter device 80.

[0043] The flight control device 40 is communicatively connected to the inverter control unit 81. The flight control device 40 and the inverter control unit 81 may be capable of wireless communication. The flight control device 40 performs overall control for overall control of the drive of the multiple propulsion devices 100. The overall control integrates the propulsion controls performed by each of the multiple inverter control units 81. The flight control device 40 performs flight control. Flight control is control for flying the eVTOL 10. As flight control, the flight control device 40 controls the propulsion system 30 and the EPU 50. Flight control is also control for propelling the eVTOL 10, and is sometimes referred to as propulsion control. The flight control device 40 corresponds to a propulsion control device.

[0044] The flight control device 40 has, for example, an ECU. The flight control device 40 has a processor 42, a memory 43, and a program 44. The flight control device 40 is mainly configured with a computer. This computer has the processor 42, the memory 43, an input / output interface, a bus connecting these, etc. The memory 43 stores the program 44. The program 44 is a program for performing flight control.

[0045] The processor 42 is hardware for arithmetic processing coupled to the memory 43. The processor 42 executes various processes by accessing the memory 43. The memory 43 is a storage medium that stores a control program and the like. For example, the memory 43 is a non-transient tangible storage medium that non-temporarily stores computer-readable programs and data. The program 44 includes computer-readable instructions that cause the processor 42 to execute various functions. The processor 42 is a processing unit that executes predetermined processes by executing instructions included in the program 44.

[0046] The flight control device 40 outputs information required for propulsion control to the inverter control unit 81. The flight control device 40 performs motor control via the inverter control unit 81. The flight control device 40 is a higher-level ECU for the inverter control unit 81. The flight control device 40 controls the multiple propulsion devices 100 individually according to the flight mode of the eVTOL 10, etc. The flight control device 40 can adjust the output of the propulsion devices 100 individually for each propulsion device 100. For example, the flight control device 40 outputs a required output for each of the multiple propulsion devices 100. The required output is an output required of the propulsion device 100. The required output includes a required torque required for the motor 61. Note that the required output may be a torque, a current, a voltage, a motor rotation speed, etc.

[0047] The flight control device 40 performs flight control in response to the flight state of the eVTOL 10 and detection signals from various sensors. The flight state of the eVTOL 10 includes a flight mode and a flight attitude of the eVTOL 10. Various sensors are communicatively connected to the flight control device 40. The various sensors include an EPU sensor and a battery sensor. The EPU sensor is a sensor provided in the EPU 50. The battery sensor is a sensor provided in the battery 31, such as a temperature sensor.

[0048] The EPU sensors include a temperature sensor 55 and a current sensor 56. The temperature sensor 55 and the current sensor 56 are provided in each of the multiple propulsion devices 100. The temperature sensor 55 is provided in the EPU 50. The temperature sensor 55 is provided in the motor device 60 and the inverter device 80. The temperature sensor 55 detects the temperature of the EPU 50. The temperature of the EPU 50 includes the temperature of the motor device 60 and the temperature of the inverter device 80. For example, the temperature sensor 55 detects the temperature of the motor stator 62 and the temperature of the motor rotor 63 as the temperature of the motor device 60. In addition, the temperature sensor 55 detects the temperature of a portion forming the inverter circuit 85 and the temperature of a portion forming the inverter control unit 81 as the temperature of the inverter device 80. At least one temperature sensor 55 is provided in the EPU 50.

[0049] The temperature sensor 55 is communicatively connected to the flight control device 40. The temperature sensor 55 outputs a detection signal corresponding to the temperature of the EPU 50 to the flight control device 40. The flight control device 40 calculates the EPU temperature Tepu using the detection signal of the temperature sensor 55. The EPU temperature Tepu is the temperature of the EPU 50.

[0050] The current sensor 56 is provided in the EPU 50. The current sensor 56 is provided in the motor device 60 and the inverter device 80. The current sensor 56 detects the motor current. The motor current is a current flowing through the motor 61. For example, the motor current is a current flowing through a motor coil. The current sensor 56 is communicatively connected to the flight control device 40. The current sensor 56 outputs a detection signal corresponding to the current flowing through the motor 61 to the flight control device 40. The flight control device 40 calculates the motor current using the detection signal of the current sensor 56.

[0051] The temperature sensor 55 and the current sensor 56 may be communicatively connected to the inverter control unit 81. In this configuration, detection signals from the temperature sensor 55 and the current sensor 56 may be input to the flight control device 40 via the inverter control unit 81. In this configuration, the inverter control unit 81 may calculate the EPU temperature Tepu and the motor current using the detection signals from the temperature sensor 55 and the current sensor 56, and output a signal including the EPU temperature Tepu and the motor current to the flight control device 40.

[0052] In this embodiment, the propulsion device 100 has a plurality of inverter devices 80. For example, the propulsion device 100 has a first inverter device 801 and a second inverter device 802 as the inverter devices 80.

[0053] In the propulsion device 100, both inverter devices 801 and 802 control the motor 61. In the inverter devices 801 and 802, the respective inverter circuits 85 supply power to the motor stators 62. In the inverter devices 801 and 802, the respective inverter control units 81 control the motor. The motor 61 is a 2×n-phase motor, where n is a natural number. One of the inverter devices 801 and 802 drives the n-phase motor, and the other drives the remaining n-phase motor. For example, the motor 61 has 2×n-phase coils as motor coils. In the inverter devices 801 and 802, one inverter circuit 85 supplies power to the n-phase coil, and the other inverter circuit 85 supplies power to the remaining n-phase coil.

[0054] 2, the motor device 60 is illustrated as MOTU, the motor stator 62 as STA, and the motor rotor 63 as ROT. The inverter device 80 is illustrated as MCU, the inverter circuit 85 as INV, and the inverter control unit 81 as ICD. The processor 82 is illustrated as PRO, the memory 83 as MEM, and the program 84 as PG. The flight control device 40 is illustrated as FCD, the processor 42 as PRO, the memory 43 as MEM, and the program 44 as PG.

[0055] The inverter device 80 has an inverter high voltage section 86 and an inverter low voltage section 87. The inverter high voltage section 86 is a portion or part of the inverter device 80 to which a drive voltage is applied. The drive voltage is a voltage for driving the motor 61. For example, the drive voltage is applied as a high voltage to the inverter circuit 85. The drive voltage is a voltage higher than a control voltage, which will be described later. The drive voltage is a voltage applied to the inverter high voltage section 86 in conjunction with the supply of power from the battery 31 to the motor 61. The drive voltage is applied to the motor coil, etc., via the inverter circuit 85.

[0056] Inverter high voltage section 86 is a portion of inverter device 80 through which current flows in response to application of a drive voltage. Inverter high voltage section 86 includes high voltage wiring such as a bus bar forming a current path to inverter circuit 85, terminal components to which the high voltage wiring is connected, semiconductor components forming inverter circuit 85, capacitor components connected to inverter circuit 85, and the like.

[0057] The inverter low voltage section 87 is a portion or component of the inverter device 80 to which a control voltage is applied. The control voltage is a voltage for controlling the driving of the motor 61. For example, the control voltage is applied as a low voltage to the inverter control unit 81. The inverter low voltage section 87 includes electronic components such as a circuit board that forms the inverter control unit 81, low voltage wiring such as a communication line, terminal components to which the low voltage wiring is connected, and sensor components that form various sensors. The inverter low voltage section 87 is a portion of the inverter device 80 that controls the driving of the motor 61. The inverter low voltage section 87 corresponds to a control circuit section.

[0058] In the propulsion device 100, at least a part of the inverter device 80 generates heat as the motor 61 is driven. At least a part of the inverter device 80 corresponds to a drive heat generating section that generates heat as the motor 61 is driven. The drive heat generating section includes the inverter high voltage section 86 and the inverter low voltage section 87. In the inverter device 80, the inverter high voltage section 86 and the inverter low voltage section 87 generate heat as a result of current flowing through them. In the inverter device 80, the greater the motor current, the more likely it is that the inverter high voltage section 86 will generate heat.

[0059] The driving heat generating parts include the parts that form the inverter circuit 85 and the parts that form the inverter control unit 81 in the inverter device 80. The driving heat generating parts include the parts in the inverter device 80 that are most likely to generate heat, the parts that are most likely to become hot, and the parts that are most vulnerable to heat.

[0060] In inverter device 80, at least a part of inverter high voltage section 86 and at least a part of inverter low voltage section 87 may generate heat as motor 61 is driven. In this configuration, at least a part of inverter high voltage section 86 and at least a part of inverter low voltage section 87 correspond to drive heat generating sections.

[0061] The inverter housing 90 accommodates the inverter high voltage section 86 and the inverter low voltage section 87 as driving heat generating sections. The inverter housing 90 corresponds to a driving housing. The inverter housing 90 has an inverter outer wall 91. The inverter outer wall 91 forms the outer surface and the inner surface of the inverter housing 90. The inverter outer wall 91 is formed from a metal material or the like. The inverter outer wall 91 accommodates the inverter high voltage section 86 and the inverter low voltage section 87.

[0062] The inverter device 80 has an inverter vent 93 and an inverter vent filter 93a. The inverter vent 93 is provided on the outer surface of the inverter outer wall 91. The inverter vent 93 is formed by a vent hole in the inverter outer wall 91. The vent hole penetrates the inverter outer wall 91 in the radial direction RD and the axial direction AD. The inverter vent 93 opens the inverter space 90a to the outside of the inverter outer wall 91. In the inverter device 80, ventilation of the inverter space 90a is performed through the inverter vent 93. The inverter vent 93 corresponds to a housing vent.

[0063] A plurality of inverter vents 93 are provided in the inverter device 80. For example, two inverter vents 93 are arranged in the circumferential direction CD or the axial direction AD through at least one of the inverter high voltage section 86 and the inverter low voltage section 87. In this configuration, when outside air that has flowed into the inverter space 90a from at least one inverter vent 93 flows out of the inverter housing 90 from another inverter vent 93, heat from the inverter high voltage section 86 or the inverter low voltage section 87 is easily imparted to the outside air. The outside air is a gas such as air. The gas in the inverter space 90a flows out of the inverter vent 93 together with heat to the outside, thereby dissipating heat from the inverter high voltage section 86 or the inverter low voltage section 87.

[0064] The inverter ventilation filter 93a prevents foreign matter such as water and dust from entering the inverter space 90a through the inverter ventilation openings 93. The inverter ventilation filter 93a corresponds to a foreign matter regulating section. The inverter ventilation filter 93a is formed in a sheet shape, and the inverter ventilation filter 93a is fixed to the inverter outer wall 91 in a state where the inverter ventilation filter 93 is covered. The inverter ventilation filter 93a is fixed to the outer surface and the inner surface of the inverter outer wall 91. The inverter ventilation filter 93a is provided in each of the multiple inverter ventilation openings 93.

[0065] The inverter outer wall 91 is provided with an inverter opening 92. The inverter opening 92 is an opening formed in the inverter outer wall 91. The inverter opening 92 is provided at a position facing at least a part of the inverter high voltage section 86 and at least a part of the inverter low voltage section 87. That is, the inverter opening 92 is provided at a position that allows at least a part of the inverter high voltage section 86 and at least a part of the inverter low voltage section 87 to be exposed to the outside of the inverter housing 90. For example, the inverter opening 92 is provided at a position aligned with at least a part of the inverter high voltage section 86 and at least a part of the inverter low voltage section 87 in the radial direction RD. The inverter opening 92 may be provided at a position shifted in the axial direction AD with respect to the inverter high voltage section 86 and the inverter low voltage section 87. The inverter opening 92 communicates with the inverter space 90a. The opening area of ​​the inverter opening 92 is larger than the opening area of ​​the inverter vent 93. The inverter opening 92 corresponds to a housing opening.

[0066] The inverter opening 92 is arranged next to the inverter ventilation opening 93 and the inverter ventilation filter 93a along the outer surface of the inverter outer wall 91. The inverter opening 92 is provided at a position away from the inverter ventilation opening 93 and the inverter ventilation filter 93a in the extension direction of the outer surface of the inverter outer wall 91. The inverter ventilation filter 93a does not cover the inverter opening 92.

[0067] A plurality of inverter openings 92 are provided in the inverter outer wall 91. The plurality of inverter openings 92 include a first inverter opening 921 and a second inverter opening 922. The first inverter opening 921 and the second inverter opening 922 are aligned in the radial direction RD via at least one of the inverter high voltage section 86 and the inverter low voltage section 87. For example, the first inverter opening 921 and the second inverter opening 922 are aligned in the radial direction RD via the motor axis Cm. The first inverter opening 921 corresponds to the first opening, and the second inverter opening 922 corresponds to the second opening.

[0068] 2 and 3, the inverter device 80 has an inverter lid portion 95, an inverter lid holding portion 96, an inverter holding drive portion 97, and an inverter lid accommodating portion 98. The inverter lid portion 95, the inverter lid holding portion 96, the inverter holding drive portion 97, and the inverter lid accommodating portion 98 are provided for the inverter opening 92. For example, the inverter lid portion 95, the inverter lid holding portion 96, the inverter holding drive portion 97, and the inverter lid accommodating portion 98 are provided for the first inverter opening 921 and the second inverter opening 922, respectively.

[0069] The inverter lid 95 is a lid that covers the inverter opening 92. The inverter lid 95 is formed of a metal material or the like. The inverter lid 95 is capable of opening the inverter opening 92. The inverter lid 95 is capable of transitioning between an open state in which the inverter opening 92 is open, and a closed state in which the inverter opening 92 is closed. The inverter lid 95 corresponds to a housing lid.

[0070] The inverter lid holding portion 96 holds the inverter lid portion 95 in a closed state. The inverter lid holding portion 96 is formed of a metal material or the like. As shown in Figs. 3 and 4, the inverter lid holding portion 96 is displaceable between a holding position P1 and a release position P2. When the inverter lid holding portion 96 is in the holding position P1, it holds the inverter lid portion 95 in a closed state (see Fig. 3). When the inverter lid holding portion 96 is displaced to the release position P2, it transitions the inverter lid portion 95 to an open state (see Fig. 4). The release position P2 is a position for releasing the hold of the inverter lid portion 95 by the inverter lid holding portion 96.

[0071] The inverter lid holding part 96 is in a holding state when it is in the holding position P1. The inverter lid holding part 96 is in a released state when it is in the release position P2. The inverter lid holding part 96 is capable of transitioning between a holding state and a released state. The released state is a state in which the holding of the inverter lid part 95 by the inverter lid holding part 96 is released. The inverter lid holding part 96 corresponds to the lid holding part.

[0072] The inverter lid holding part 96 removably fixes the inverter lid part 95 to the inverter outer wall 91. When the inverter lid holding part 96 is in the holding position P1, the inverter lid part 95 is in a closed state by being fixed to the inverter outer wall 91 by the inverter lid holding part 96. When the inverter lid holding part 96 is in the release position P2, the inverter lid part 95 is in an open state by being detached from the inverter outer wall 91. The inverter lid holding part 96 corresponds to a lid holding part.

[0073] When the inverter cover 95 is in an open state, at least a part of the inverter high voltage section 86 and at least a part of the inverter low voltage section 87 are exposed to the outside of the inverter housing 90 through the inverter opening 92. In this case, the inverter opening 92 ventilates the inverter space 90a, so that heat from the inverter high voltage section 86 and the inverter low voltage section 87 is easily released to the outside through the inverter opening 92. The heat dissipation effect of the inverter opening 92 is greater than that of the inverter ventilation opening 93. This is because the inverter opening 92 is configured such that the amount of ventilation is likely to be greater than the amount of ventilation through the inverter ventilation opening 93. This is because the opening area of ​​the inverter opening 92 is greater than the opening area of ​​the inverter ventilation opening 93, the inverter opening 92 is not provided with an inverter ventilation filter 93a, and so on.

[0074] When the inverter lid 95 is in the open state at both the first inverter opening 921 and the second inverter opening 922, ventilation of the inverter space 90a is easier than when only one of the inverter lids 95 is in the open state. For example, outside air is more likely to flow in from one of the inverter openings 921, 922, and the outside air is more likely to flow out from the other through the inverter space 90a. In other words, a path for outside air is more likely to be created inside the inverter housing 90.

[0075] The inverter holding drive unit 97 is a drive unit for opening the inverter lid unit 95. The inverter holding drive unit 97 is configured to include an actuator such as an electric motor. The inverter holding drive unit 97 is fixed to the inverter housing 90. The inverter holding drive unit 97 drives the inverter lid holding unit 96 to displace it. The inverter holding drive unit 97 displaces the inverter lid holding unit 96 from the holding position P1 to the release position P2, thereby transitioning the inverter lid unit 95 from the closed state to the open state. The inverter holding drive unit 97 corresponds to the holding drive unit.

[0076] The inverter holding drive unit 97 is communicatively connected to the flight control device 40. The inverter holding drive unit 97 drives in response to a signal from the flight control device 40. The inverter holding drive unit 97 may also be communicatively connected to the inverter control unit 81. In this configuration, a signal from the flight control device 40 may be input to the flight control device 40 via the inverter control unit 81.

[0077] The inverter lid accommodating portion 98 is provided on the outside of the inverter outer wall 91. The inverter lid accommodating portion 98 is capable of accommodating the inverter lid portion 95 that has been detached from the inverter outer wall 91. The inverter lid accommodating portion 98 has a lid accommodating opening 98a. The lid accommodating opening 98a is an opening that opens the internal space of the inverter lid accommodating portion 98. The inverter lid portion 95 is detached from the inverter outer wall 91 as the inverter lid portion 95 transitions to the open state, and is accommodated in the inverter lid accommodating portion 98 by entering the lid accommodating opening 98a.

[0078] In the propulsion device 100, a propeller wind F1 is generated with the rotation of the propeller 20. The propeller wind F1 is a flow of gas such as outside air flowing in the axial direction AD. The inverter lid accommodating section 98 is provided on the downwind side of the propeller wind F1 with respect to the inverter lid section 95 in the closed state. The inverter lid accommodating section 98 is arranged in the axial direction AD on the inverter lid section 95. The lid accommodating opening 98a is open toward the upwind side of the propeller wind F1. In other words, the lid accommodating opening 98a is open toward the inverter lid section 95. When the inverter lid section 95 is opened in a situation in which the propeller wind F1 is generated with the flight of the eVTOL 10, the inverter lid section 95 is pushed toward the downwind side by the propeller wind F1 and accommodated in the inverter lid accommodating section 98 from the lid accommodating opening 98a.

[0079] 4, when inverter lid 95 is open, outside air tends to flow into inverter space 90a from inverter opening 92 as cooling air F2. In inverter space 90a, heat from inverter high voltage section 86 and inverter low voltage section 87 tends to be imparted to cooling air F2. Then, cooling air F2 to which heat has been imparted flows out from inverter opening 92 to the outside, whereby the heat from inverter high voltage section 86 and inverter low voltage section 87 is released to the outside.

[0080] In FIG. 2, in the propulsion device 100, at least a part of the motor device 60 generates heat as the motor 61 is driven. At least a part of the motor device 60 corresponds to a driving heat generating part that generates heat as the motor 61 is driven. The driving heat generating part includes the motor 61. For example, the driving heat generating part includes the motor stator 62 and the motor rotor 63. In the motor 61, the motor stator 62 and the motor rotor 63 generate heat as a result of a motor current flowing through the motor coil, etc. In the motor device 60, the motor 61 is more likely to generate more heat as the motor current increases. The driving heat generating part includes the parts of the motor device 60 that are most likely to generate heat, the parts that are most likely to become hot, and the parts that are most vulnerable to heat.

[0081] In the motor device 60, at least a part of the motor 61 may generate heat as the motor 61 is driven. In this configuration, at least a part of the motor 61 corresponds to a driving heat-generating part. In the motor 61, at least a part of the motor stator 62 or at least a part of the motor rotor 63 may generate heat as the motor 61 is driven. In this configuration, at least a part of the motor stator 62 or at least a part of the motor rotor 63 corresponds to a driving heat-generating part.

[0082] The motor housing 70 accommodates the motor 61 as a drive heat generating part. The motor housing 70 corresponds to a drive housing. The motor housing 70 has a motor outer wall 71. The motor outer wall 71 forms the outer surface and the inner surface of the motor housing 70. The motor outer wall 71 is formed from a metal material or the like. The motor outer wall 71 accommodates the motor 61.

[0083] The motor device 60 has a motor vent 73 and a motor ventilation filter 73a. The motor vent 73 is provided on the outer surface of the motor outer wall 71. The motor vent 73 is formed by an air hole in the motor outer wall 71. The air hole penetrates the motor outer wall 71 in the radial direction RD and the axial direction AD. The motor vent 73 opens the motor space 70a to the outside of the motor outer wall 71. In the motor device 60, the motor space 70a is ventilated through the motor vent 73. The motor vent 73 corresponds to a housing vent.

[0084] A plurality of motor vents 73 are provided in the motor device 60. For example, two motor vents 73 are arranged in the circumferential direction CD or the axial direction AD across the motor 61. In this configuration, when outside air that has flowed into the motor space 70a from at least one motor vent 73 flows out of the motor housing 70 from another motor vent 73, the heat of the motor 61 is easily imparted to the outside air. The outside air is a gas such as air. The gas in the motor space 70a flows out to the outside together with the heat from the motor 61, thereby dissipating heat from the motor 61.

[0085] The motor ventilation filter 73a prevents foreign matter from entering the motor space 70a through the motor ventilation opening 73. The motor ventilation filter 73a corresponds to a foreign matter regulating portion. The motor ventilation filter 73a is formed in a sheet shape, and the motor ventilation filter 73a is fixed to the motor outer wall 71 in a state where the motor ventilation filter 73 is covered. The motor ventilation filter 73a is fixed to the outer surface and inner surface of the motor outer wall 71. The motor ventilation filter 73a is provided in each of the multiple motor ventilation openings 73.

[0086] The motor outer wall 71 is provided with a motor opening 72. The motor opening 72 is an opening formed in the motor outer wall 71. The motor opening 72 is provided at a position facing at least a part of the motor 61. That is, the motor opening 72 is provided at a position that allows at least a part of the motor 61 to be exposed to the outside of the motor housing 70. For example, the motor opening 72 is provided at a position aligned with at least a part of the motor 61 in the radial direction RD. The motor opening 72 may be provided at a position shifted in the axial direction AD with respect to the motor 61. The motor opening 72 communicates with the motor space 70a. The opening area of ​​the motor opening 72 is larger than the opening area of ​​the motor vent 73. The motor opening 72 corresponds to a housing opening.

[0087] The motor opening 72 is aligned with the motor vent 73 and the motor ventilation filter 73a along the outer surface of the motor outer wall 71. The motor opening 72 is provided at a position away from the motor vent 73 and the motor ventilation filter 73a in the direction in which the outer surface of the motor outer wall 71 extends. The motor ventilation filter 73a does not cover the motor opening 72.

[0088] A plurality of motor openings 72 are provided in the motor outer wall 71. The plurality of motor openings 72 include a first motor opening 721 and a second motor opening 722. The first motor opening 721 and the second motor opening 722 are aligned in the radial direction RD via the motor 61. For example, the first motor opening 721 and the second motor opening 722 are aligned in the radial direction RD via the motor axis Cm. The first motor opening 721 corresponds to the first opening, and the second motor opening 722 corresponds to the second opening.

[0089] The motor device 60 has a motor lid portion 75, a motor lid holding portion 76, a motor holding drive portion 77, and a motor lid housing portion 78. The motor lid portion 75, the motor lid holding portion 76, the motor holding drive portion 77, and the motor lid housing portion 78 are provided for the motor opening 72. For example, the motor lid portion 75, the motor lid holding portion 76, the motor holding drive portion 77, and the motor lid housing portion 78 are provided for the first motor opening 721 and the second motor opening 722, respectively. The configuration of the motor lid portion 75 is similar to the configuration of the inverter lid portion 95 shown in Figures 3 and 4. The configuration of the motor lid portion 75 is not shown in the figures.

[0090] The motor lid part 75 is a lid part that covers the motor opening 72. The motor lid part 75 is formed of a metal material or the like. The motor lid part 75 is capable of opening the motor opening 72. The motor lid part 75 is capable of transitioning between an open state in which the motor opening 72 is open, and a closed state in which the motor opening 72 is closed. The motor lid part 75 corresponds to a housing lid part.

[0091] The motor lid holding portion 76 holds the motor lid portion 75 in a closed state. The motor lid holding portion 76 is formed from a metal material or the like. The motor lid holding portion 76 is displaceable between a holding position and a release position. When the motor lid holding portion 76 is in the holding position, it holds the motor lid portion 75 in a closed state. When the motor lid holding portion 76 is displaced to the release position, it transitions the motor lid portion 75 to an open state. The release position is a position for releasing the holding of the motor lid portion 75 by the motor lid holding portion 76.

[0092] The motor lid holding portion 76 is in a holding state when in the holding position. The motor lid holding portion 76 is in a released state when in the released position. The motor lid holding portion 76 is capable of transitioning between a holding state and a released state. The released state is a state in which the motor lid holding portion 76 releases the holding of the motor lid portion 75. The motor lid holding portion 76 corresponds to the lid holding portion.

[0093] The motor lid holding portion 76 removably fixes the motor lid portion 75 to the motor outer wall 71. When the motor lid holding portion 76 is in the holding position, the motor lid portion 75 is in a closed state by being fixed to the motor outer wall 71 by the motor lid holding portion 76. When the motor lid holding portion 76 is in the release position, the motor lid portion 75 is in an open state by being detached from the motor outer wall 71. The motor lid holding portion 76 corresponds to a lid holding portion.

[0094] When the motor cover 75 is in the open state, at least a part of the motor 61 is exposed to the outside of the motor housing 70 through the motor opening 72. In this case, the motor opening 72 ventilates the motor space 70a, so that heat from the motor 61 is likely to be released to the outside through the motor opening 72. The heat dissipation effect of the motor opening 72 is greater than that of the motor ventilation opening 73. This is because the motor opening 72 is configured such that the amount of ventilation is likely to be greater than the amount of ventilation through the motor ventilation opening 73. This is because the opening area of ​​the motor opening 72 is greater than the opening area of ​​the motor ventilation opening 73, the motor opening 72 is not provided with a motor ventilation filter 73a, and so on.

[0095] When the motor cover 75 is open at both the first motor opening 721 and the second motor opening 722, ventilation of the motor space 70a is easier than when only one of the motor cover parts 75 is open. For example, outside air is more likely to flow in from one of the motor openings 721, 722, and the outside air is more likely to flow out from the other through the motor space 70a. In other words, a path for outside air is more likely to be created inside the motor housing 70.

[0096] The motor holding drive unit 77 is a drive unit for opening and closing the motor lid unit 75. The motor holding drive unit 77 includes an actuator such as an electric motor. The motor holding drive unit 77 is fixed to the motor housing 70. The motor holding drive unit 77 drives the motor lid holding unit 76 to displace it. The motor holding drive unit 77 displaces the motor lid holding unit 76 from the holding position to the release position, thereby transitioning the motor lid unit 75 from a closed state to an open state. The motor holding drive unit 77 corresponds to a holding drive unit.

[0097] The motor holding and driving unit 77 is communicatively connected to the flight control device 40. The motor holding and driving unit 77 drives in response to a signal from the flight control device 40. The motor holding and driving unit 77 may be communicatively connected to an inverter control unit 81. In this configuration, a signal from the flight control device 40 may be input to the flight control device 40 via the inverter control unit 81.

[0098] The motor lid accommodating section 78 is provided on the outside of the motor outer wall 71. The motor lid accommodating section 78 is capable of accommodating the motor lid section 75 that has been detached from the motor outer wall 71. The motor lid accommodating section 78 has a lid accommodating opening (not shown). The lid accommodating opening is an opening that opens the internal space of the motor lid accommodating section 78. The motor lid section 75 detaches from the motor outer wall 71 as it transitions to the open state, and is accommodated in the motor lid accommodating section 78 by entering the lid accommodating opening.

[0099] The motor lid housing 78 is provided on the downwind side of the propeller wind F1 with respect to the motor lid part 75 in the closed state. The motor lid housing 78 is arranged on the motor lid part 75 in the axial direction AD. The lid housing opening is open toward the upwind side of the propeller wind F1. In other words, the lid housing opening is open toward the motor lid part 75. When the motor lid part 75 is opened in a situation where the propeller wind F1 is generated due to the flight of the eVTOL10, the motor lid part 75 is pushed toward the downwind side by the propeller wind F1 and is housed in the motor lid housing part 78 from the lid housing opening.

[0100] When the motor lid 75 is open, outside air tends to flow into the motor space 70a as cooling air from the motor opening 72. In the motor space 70a, heat from the motor 61 tends to be imparted to the cooling air. Then, the cooling air to which heat has been imparted flows out from the motor opening 72 to the outside, dissipating the heat from the motor 61 to the outside.

[0101] The flight control device 40 performs flight control processing. The flight control processing will be described with reference to the flowchart in Fig. 5. The flight control device 40 repeatedly executes the flight control processing at a predetermined control period. The flight control device 40 performs the flight control processing for each of the multiple propulsion devices 100.

[0102] The flight control device 40 acquires eVTOL information in step S101 shown in Fig. 5. The eVTOL information is information indicating the state of the eVTOL 10. Examples of the eVTOL information include information indicating the flight state of the eVTOL 10 and information indicating the state of the propulsion device 100. The information indicating the state of the propulsion device 100 includes information indicating the drive state of the motor 61 and information indicating the drive states of the holding and driving units 77, 97. Examples of the eVTOL information include information input to the flight control device 40 from an external device via the communication unit 34.

[0103] In step S102, the flight control device 40 determines whether the EPU temperature Tepu has reached the first temperature threshold T1. The flight control device 40 acquires the EPU temperature Tepu using the detection signal of the temperature sensor 55. The EPU temperature Tepu is the temperature of the driving heat-generating parts such as the motor 61, the inverter high voltage section 86, and the inverter low voltage section 87. The temperature sensor 55 is provided at a position where it can detect the temperatures of the motor 61, the inverter high voltage section 86, and the inverter low voltage section 87. For example, the temperature sensor 55 is provided at each of the motor 61, the inverter high voltage section 86, and the inverter low voltage section 87. The flight control device 40 then acquires the highest temperature among the temperatures of the motor 61, the inverter high voltage section 86, and the inverter low voltage section 87 as the EPU temperature Tepu.

[0104] The flight control device 40 may acquire the EPU temperature Tepu in any manner. For example, the flight control device 40 may calculate the average temperature of the temperatures of the motor 61, the inverter high voltage section 86, and the inverter low voltage section 87 as the EPU temperature Tepu. The flight control device 40 may also acquire the temperature of the part that is most likely to generate heat, the temperature of the part that is most likely to become hot, or the temperature of the part that is most vulnerable to heat, among the driving heat-generating parts, as the EPU temperature Tepu.

[0105] When the EPU temperature Tepu reaches the first temperature threshold T1, the flight control device 40 determines that a high temperature abnormality has occurred in the driving heat generating parts, such as the motor 61, the inverter high voltage part 86, and the inverter low voltage part 87. The high temperature abnormality is an abnormality in which the temperature of the driving heat generating part becomes too high. The high temperature abnormality is also an abnormality indicating that the driving heat generating part is overheated, and is sometimes referred to as an overheating abnormality. The high temperature abnormality is an abnormality that occurs when the EPU temperature Tepu reaches the first temperature threshold T1. In other words, the high temperature abnormality is an abnormality that includes the driving heat generating part reaching the first temperature threshold T1. Note that the high temperature abnormality may include other events or abnormalities that occur when the driving heat generating part reaches the first temperature threshold T1. Other events or abnormalities include the motor current becoming excessively large, such as reaching a predetermined current, or the driving heat generating part reaching a second temperature threshold T2, which will be described later.

[0106] The first temperature threshold T1 is a threshold for determining whether the temperature of the driving heat generating portion has become high enough to correspond to an abnormality. The first temperature threshold T1 is a value determined in advance by testing or the like, and is stored in the memory 43 or the like. The first temperature threshold T1 corresponds to a predetermined temperature. The first temperature threshold T1 is also a threshold for determining whether or not to perform an emergency landing of the eVTOL 10. The first temperature threshold T1 is also a threshold for determining whether or not to transition the motor lid holding portion 76 and the inverter lid holding portion 96 to a released state. The first temperature threshold T1 corresponds to a release temperature. The function of executing the process of step S102 in the flight control device 40 corresponds to a high temperature determination portion.

[0107] If the EPU temperature Tepu reaches the first temperature threshold T1, the flight control device 40 proceeds to step S103. In step S103, the flight control device 40 performs high temperature abnormality processing. The high temperature abnormality processing includes processing for notifying the occurrence of a high temperature abnormality in the motor 61, the inverter high voltage section 86, or the inverter low voltage section 87, and processing for recording the occurrence of the high temperature abnormality in the memory 43, etc.

[0108] The flight control device 40 performs an emergency landing process in step S104. In the emergency landing process, a process for making an emergency landing of the eVTOL10 is performed. For example, the flight control device 40 performs a process for changing the flight route to the destination, a process for landing the eVTOL10 at an emergency landing point different from the destination, and the like. In addition, the flight control device 40 performs a process for continuing the flight of the eVTOL10 to the destination or the emergency landing point. In the emergency landing process, a process for safely evacuating the eVTOL10 to the destination or the emergency landing point is performed. That is, in the emergency landing process, a process for evacuating the eVTOL10 to a safe state is performed.

[0109] In step S105, the flight control device 40 performs a lid opening process. In the lid opening process, a process for opening the motor lid portion 75 and the inverter lid portion 95 is performed. The flight control device 40 drives the motor holding drive unit 77 so that the motor lid portion 75 is opened. For example, the flight control device 40 opens the motor lid portion 75 for both the first motor opening 721 and the second motor opening 722. In addition, the flight control device 40 drives the inverter holding drive unit 97 so that the inverter lid portion 95 is opened. For example, the flight control device 40 opens the inverter lid portion 95 for both the first inverter opening 921 and the second inverter opening 922 in each of the first inverter device 801 and the second inverter device 802. In addition, in the lid opening process, an opening flag indicating that the motor lid portion 75 and the inverter lid portion 95 have been opened is set in the memory 43 or the like.

[0110] The flight control device 40 releases the fixation of the motor lid portion 75 by the motor lid holding portion 76 by driving the motor holding drive portion 77 so that the motor lid holding portion 76 transitions to a released state. Moreover, the flight control device 40 releases the fixation of the inverter lid portion 95 by the inverter lid holding portion 96 by driving the inverter holding drive portion 97 so that the inverter lid holding portion 96 transitions to a released state. The function of executing the process of step S105 in the flight control device 40 and the inverter holding drive portion 97 correspond to a lid release portion. Moreover, the function of executing the process of step S105 in the flight control device 40 corresponds to a release execution portion.

[0111] When the motor lid 75 is opened by the lid opening process, the motor 61 is directly cooled by the cooling air flowing in from the motor opening 72. In this case, the airflow in the motor space 70a increases rapidly due to the opening of the motor opening 72, so the temperature of the motor 61 is likely to decrease. That is, the EPU temperature Tepu is likely to decrease due to the opening of the motor lid 75. When the inverter lid 95 is opened by the lid opening process, the inverter high voltage section 86 and the inverter low voltage section 87 are directly cooled by the cooling air F2 flowing in from the inverter opening 92. In this case, the airflow in the inverter space 90a increases rapidly due to the opening of the inverter opening 92, so the temperatures of the inverter high voltage section 86 and the inverter low voltage section 87 are likely to decrease. That is, the EPU temperature Tepu is likely to decrease due to the opening of the inverter lid 95.

[0112] In step S106, the flight control device 40 determines whether or not heat dissipation from the propulsion device 100 due to the lid opening process has continued. For example, the flight control device 40 measures the time that has elapsed since performing the high temperature abnormality process, and determines whether or not the elapsed time has reached a threshold time. The threshold time is a time that is determined in advance by testing or the like, and is stored in the memory 43 or the like. The threshold time is set to the time required for the EPU temperature Tepu to decrease after the motor lid portion 75 or the inverter lid portion 95 is opened.

[0113] If heat dissipation from the propulsion unit 100 due to the lid opening process continues, the flight control device 40 proceeds to step S107. In step S107, the flight control device 40 determines whether the EPU temperature Tepu has become lower than the first temperature threshold T1. The EPU temperature Tepu may become lower than the first temperature threshold T1 when the motor lid unit 75 or the inverter lid unit 95 is opened normally, or when the heat generated by the driving heat generating unit is not too great.

[0114] On the other hand, cases in which EPU temperature Tepu does not become lower than first temperature threshold T1 include cases in which motor lid part 75 or inverter lid part 95 is not opened normally, cases in which the heat generated in the driving heat-generating part is too great, etc. Cases in which motor lid part 75 or inverter lid part 95 is not opened normally include cases in which motor holding drive part 77 does not operate normally, cases in which a foreign object is caught on motor lid holding part 76 and therefore motor lid holding part 76 does not move to release position P2, etc.

[0115] If the EPU temperature Tepu becomes lower than the first temperature threshold T1, the flight control device 40 proceeds to step S108. The flight control device 40 performs EPU permission processing in step S108. In the EPU permission processing, processing is performed to permit operation of the EPU 50 until the emergency landing of the eVTOL 10 is completed. The flight control device 40 performs an emergency landing of the eVTOL 10 by driving each of the propulsion devices 100 in which no high temperature abnormality has occurred and the propulsion devices 100 in which a high temperature abnormality has occurred.

[0116] The flight control device 40 performs a re-flight prohibition process in step S109. The re-flight prohibition process is a process for prohibiting the eVTOL10 from re-flying. The re-flight means that the eVTOL10 takes off again and starts flying after the eVTOL10 makes an emergency landing and completes the current flight. For example, the flight control device 40 sets a prohibition flag for prohibiting the eVTOL10 from re-flying in the memory 43 or the like. The flight control device 40 restricts the eVTOL10 from re-flying by setting the prohibition flag. The re-flight prohibition process includes a process for restricting the operation for re-flying the eVTOL10, a process for restricting the propulsion device 100 from being driven after the eVTOL10 makes an emergency landing, and the like. The flight control device 40 restricts the takeoff of the eVTOL10 by restricting the eVTOL10 from re-flying. The function of the flight control device 40 for executing the process of step S109 corresponds to the takeoff restriction unit.

[0117] In step S107, if the EPU temperature Tepu does not become lower than the first temperature threshold T1, the flight control device 40 proceeds to step S110. In step S110, the flight control device 40 performs EPU restriction processing. The EPU restriction processing is processing for restricting the operation of the EPU 50. For example, the flight control device 40 prohibits the operation of the EPU 50. The flight control device 40 performs an emergency landing of the eVTOL 10 by stopping the operation of the propulsion device 100 in which a high temperature abnormality has occurred and operating the propulsion device 100 in which a high temperature abnormality has not occurred. The flight control device 40 performs processing such as adjusting the output of the propulsion device 100 in which a high temperature abnormality has not occurred so as to compensate for the output of the propulsion device 100 in which a high temperature abnormality has occurred. The function of the flight control device 40 to execute the processing of step S110 corresponds to a drive stopping unit.

[0118] In step S102, if the EPU temperature Tepu has not reached the first temperature threshold T1, the flight control device 40 proceeds to step S111. In step S111, the flight control device 40 determines whether the motor lid portion 75 or the inverter lid portion 95 is open. For example, the flight control device 40 determines whether an open flag is set. If the open flag is set, the flight control device 40 determines that the motor lid portion 75 or the inverter lid portion 95 is open. The flight control device 40 may obtain the open state of the motor lid portion 75 or the inverter lid portion 95 by obtaining the operation history of the motor holding drive unit 77 or the inverter holding drive unit 97, detecting the position of the motor lid holding unit 76 or the inverter lid holding unit 96, or the like.

[0119] An example of a case in which motor lid part 75 or inverter lid part 95 is open is when, after a high temperature abnormality occurs in a driven heat-generating part, the EPU temperature Tepu becomes lower than the first temperature threshold value T1 due to the opening of motor lid part 75 or inverter lid part 95. If motor lid part 75 or inverter lid part 95 is open, the flight control device 40 proceeds to steps S106 to S108, and performs EPU permission processing in step S108.

[0120] According to the present embodiment described so far, when the driving heat generating part such as the motor 61, the inverter high voltage part 86, and the inverter low voltage part 87 becomes abnormally high temperature, the lid part 75, 95 is released from the lid holding part 76, 96, and the lid part 75, 95 is opened. In this configuration, if the driving heat generating part becomes so hot that it interferes with the driving of the motor 61, the lid part 75, 95 is opened, and outside air such as the cooling air F2 flows in from the openings 72, 92. This allows the driving heat generating part to be directly cooled by the outside air flowing in from the openings 72, 92. This makes it possible to suppress the driving of the motor 61 from being stopped immediately due to the driving heat generating part becoming too hot, or the degree of freedom regarding the driving of the motor 61 from being reduced due to the temperature rise of the driving heat generating part. Therefore, even if a high temperature abnormality occurs in the driving heat generating part, it is possible to continue driving the motor 61 until the eVTOL 10 is evacuated to a safe state. As described above, even if an abnormality occurs in the propulsion system 30, the safety of the eVTOL 10 can be ensured.

[0121] In addition, as the temperature of the driving heat generating part increases, the degree of freedom of the motor 61 may decrease, for example, when the motor output is limited. It is considered that the motor output of the motor 61 decreases as the temperature of the driving heat generating part increases, because the motor current becomes less likely to flow as the driving heat generating part becomes hotter. If the motor output decreases in this way, there is a concern that the motor output may be insufficient for the flight of the eVTOL10. In contrast, in this embodiment, the temperature of the driving heat generating part decreases due to the improved cooling effect associated with the opening of the lid parts 75 and 95, and the motor output is less likely to decrease because the motor current becomes easier to flow. In this way, the degree of freedom of the motor 61 can be prevented from decreasing, so that the motor output can be prevented from being insufficient for the flight of the eVTOL10.

[0122] According to this embodiment, when a high temperature abnormality occurs in the driving heat generating portion, the flight control device 40 drives the holding drive unit 77, 97 so that the lid holding unit 76, 96 transitions to the released state. With this configuration, the flight control device 40 can accurately manage the opening timing of the lid units 75, 95. Therefore, the cooling effect can be effectively improved by opening the lid units 75, 95 in response to a high temperature abnormality in the driving heat generating portion.

[0123] According to this embodiment, when the EPU temperature Tepu reaches the first temperature threshold T1, the flight control device 40 determines that a high temperature abnormality has occurred in the driving heat generating portion, and drives the holding drive unit 77, 97 so that the lid holding unit 76, 96 transitions to the release state. With this configuration, it is possible to prevent the lid unit 75, 95 from being opened even though the EPU temperature Tepu has not reached the first temperature threshold T1. In other words, it is possible to prevent the lid unit 75, 95 from being opened even though a high temperature abnormality has not occurred in the driving heat generating portion. Therefore, it is possible to prevent the lid unit 75, 95 from being opened and foreign matter from entering the inside of the housing 70, 90 through the opening 72, 92 when a high temperature abnormality has not occurred in the driving heat generating portion.

[0124] In addition, in this configuration, the lids 75, 95 can be opened only when a predetermined condition is satisfied, that is, the EPU temperature Tepu reaches the first temperature threshold T1. Therefore, the driving heat generating part can be cooled by the outside air as intended by the designer or the pilot.

[0125] According to this embodiment, the second motor opening 722 is provided at a position where the driving heat generating parts such as the motor 61 can be exposed to the outside of the motor housing 70, and is aligned with the first motor opening 721 in the radial direction RD. In this configuration, by opening both the first motor opening 721 and the second motor opening 722, the cooling effect of the driving heat generating parts by the outside air is easily improved, as the outside air such as cooling air is easily exposed to the driving heat generating parts. In addition, the second inverter opening 922 is provided at a position where the driving heat generating parts such as the inverter high voltage part 86 and the inverter low voltage part 87 can be exposed to the outside of the inverter housing 90, and is provided at a position where the first inverter opening 921 is aligned with the first inverter opening 921 in the radial direction RD. In this configuration, by opening both the first inverter opening 921 and the second inverter opening 922, the cooling effect of the driving heat generating parts by the outside air is easily improved, as the outside air such as cooling air is easily exposed to the driving heat generating parts.

[0126] According to this embodiment, the motor 61 is provided so as to be exposed to the outside through the motor opening 72 when the motor cover 75 is released. In this configuration, the outside air flowing in through the motor opening 72 is likely to hit the motor 61. This makes it possible to realize a configuration that is likely to improve the cooling effect of the motor 61 by the outside air.

[0127] According to this embodiment, inverter low voltage section 87 is provided so as to be exposed to the outside through inverter opening 92 when inverter lid section 95 is released. In this configuration, outside air flowing in through inverter opening 92 is likely to hit inverter low voltage section 87. This makes it possible to realize a configuration in which the cooling effect of inverter low voltage section 87 by outside air is likely to be improved. Similarly, inverter high voltage section 86 is provided so as to be exposed to the outside through inverter opening 92 when inverter lid section 95 is released. In this configuration, outside air flowing in through inverter opening 92 is likely to hit inverter high voltage section 86. This makes it possible to realize a configuration in which the cooling effect of inverter high voltage section 86 by outside air is likely to be improved.

[0128] When a high temperature abnormality occurs in the driving heat-generating portion, if the high temperature abnormality in the driving heat-generating portion is not resolved despite the improved cooling effect of the driving heat-generating portion by outside air as a result of opening the lid portions 75, 95, there is a concern that a secondary abnormality due to the high temperature abnormality will occur in the propulsion device 100. Possible reasons why the high temperature abnormality in the driving heat-generating portion is not resolved even when the lid portions 75, 95 are opened include insufficient cooling of the driving heat-generating portion by outside air even when the lid portions 75, 95 are opened, or the heat generated in the driving heat-generating portion is too great.

[0129] In contrast, according to this embodiment, the flight control device 40 stops driving the motor 61 if the high temperature abnormality in the driving heat-generating portion continues even after the lid portions 75, 95 are opened. This makes it possible to prevent a secondary abnormality from occurring due to the continued high temperature abnormality in the propulsion device 100. This makes it possible to prevent a reduction in the safety of the eVTOL 10 due to the occurrence of a secondary abnormality to the high temperature abnormality.

[0130] When a high temperature abnormality occurs in the drive heat generating part, maintenance of the propulsion device 100 must be performed to prevent the high temperature abnormality from reoccurring. In contrast, according to this embodiment, the flight control device 40 restricts the takeoff of the eVTOL 10 when the lid parts 75, 95 are opened. This makes it possible to prevent a situation in which the eVTOL 10 takes off again without performing maintenance on the propulsion device 100, despite the possibility that a high temperature abnormality will reoccur in the drive heat generating part. This makes it possible to prevent a decrease in the safety of the eVTOL 10 during the next flight due to the occurrence of a high temperature abnormality in the drive heat generating part.

[0131] In the propulsion device 100, if the EPU 50 is normal, a high temperature abnormality that requires the opening of the lids 75, 95 for the drive heat generating part should not occur. Even if the temperature of the drive heat generating part drops quickly by opening the lids 75, 95, the parts of the EPU 50 that should be sealed, such as the drive heat generating part, are exposed to the atmosphere, so there is a risk in continuing to use the EPU 50 as it is. For this reason, the EPU 50 continues to be driven until the emergency landing of the eVTOL 10 is completed, but it is preferable to prohibit the eVTOL 10 from flying again so that the EPU 50 can be inspected or replaced before the next flight.

[0132] For example, in a vehicle such as an electric car moving on the ground as a mobile body, if an abnormality in the temperature of a drive heat generating part occurs, the vehicle's propulsive force is insufficient as the drive of the motor stops, so the safety of the vehicle and the occupants can be ensured by stopping the vehicle. In contrast, in a manned aircraft flying away from the ground, such as an eVTOL10, if an abnormality in the temperature of a drive heat generating part occurs, it is necessary to avoid a situation in which the propulsive force of the manned aircraft is insufficient until landing is completed in order to protect the safety of the occupants.

[0133] For this reason, as in this embodiment, in the eVTOL 10, when a high temperature abnormality occurs in the driving heat-generating part, it is preferable to prioritize ensuring the safety of the occupants by continuing to drive the motor 61 rather than stopping the drive of the motor 61 to minimize the abnormality in the motor 61. Continuing to drive the motor 61 despite the occurrence of a high temperature abnormality in the driving heat-generating part is a last resort for the motor 61. In the eVTOL 10, by opening the lid parts 75, 95, the last resort for the motor 61 can be effectively utilized.

[0134] The propulsion device 100 mounted on the eVTOL10 is required to have high output and light weight in order to extend the cruising distance of the eVTOL10. For example, a high output of several tens of kW to several hundreds of kW is required for one propulsion device 100. The propulsion device 100 of the eVTOL10 is likely to have a strict thermal design because the driving heat generating part is likely to generate heat due to the high output, and the heat dissipation effect is likely to decrease in order to achieve a lighter weight. In addition, there is a concern that a propulsion device 100 with a strict thermal design is likely to have a high temperature abnormality in the driving heat generating part. Therefore, as in the present embodiment, the lid parts 75, 95 are opened as a measure against the high temperature abnormality in the driving heat generating part, so that the safety of the eVTOL10 can be improved even if the thermal design of the propulsion device 100 mounted on the eVTOL10 is in a strict state.

[0135] According to this embodiment, the housing 70, 90 is provided with the ventilation openings 73, 93 and the ventilation filters 73a, 93a in addition to the openings 72, 92. In this configuration, even if the temperature of the driving heat generating portion rises, if the temperature does not reach a high temperature abnormality, the driving heat generating portion can be cooled by ventilation through the ventilation openings 73, 93. Therefore, when the driving heat generating portion does not have a high temperature abnormality, it is not necessary to open the openings 72, 92. Moreover, the ventilation filters 73a, 93a restrict the intrusion of foreign matter from the ventilation openings 73, 93. Therefore, when the driving heat generating portion does not have a high temperature abnormality, it is possible to prevent the propulsion device 100 from being abnormal due to the intrusion of foreign matter into the housing 70, 90.

[0136] On the other hand, when an abnormally high temperature occurs in the driving heat generating portion, it is possible to release a large amount of heat from the driving heat generating portion to the outside through the openings 72, 92 in addition to the ventilation holes 73, 93. In this case, by prioritizing a sudden increase in the cooling effect of the driving heat generating portion by the outside air over preventing foreign matter from entering through the openings 72, 92, it is possible to avoid a situation in which the driving of the motor 61 and the driving heat generating portion immediately stops due to an abnormally high temperature in the driving heat generating portion.

[0137] <Second embodiment> In the second embodiment, when no high temperature abnormality occurs in the driving heat generating portion, the motor current can be limited. The configuration, action, and effect not specifically described in the second embodiment are the same as those in the first embodiment. In the second embodiment, the differences from the first embodiment will be mainly described.

[0138] The flight control device 40 performs flight control processing in the same manner as in the first embodiment. In this embodiment, the flight control processing will be described with reference to the flowchart of Fig. 6. The flight control device 40 performs the processing of steps S101 to S111 in the same manner as in the first embodiment.

[0139] In step S111, if the motor cover 75 or the inverter cover 95 is in the open state, the flight control device 40 proceeds to step S201. In step S201, the flight control device 40 determines whether the EPU temperature Tepu has reached the second temperature threshold T2. The second temperature threshold T2 is a value determined in advance by testing or the like, and is stored in the memory 43 or the like. The second temperature threshold T2 is set to a value indicating a temperature lower than the first temperature threshold T1. In other words, the first temperature threshold T1 is a value indicating a temperature higher than the second temperature threshold T2. The second temperature threshold T2 is a threshold for determining whether to limit the motor current in order to reduce the degree of increase in the EPU temperature Tepu when the EPU temperature Tepu becomes higher than normal. The second temperature threshold T2 corresponds to the limit temperature.

[0140] If the EPU temperature Tepu reaches the second temperature threshold T2, the flight control device 40 proceeds to step S202. In step S202, the flight control device 40 performs current limiting processing. In the current limiting processing, processing for limiting the motor current is performed. For example, the flight control device 40 sets the required output for the motor 61 to a value that reduces the motor current. However, the flight control device 40 performs current limiting processing so that the motor current does not become zero. When the current limiting processing is performed, the degree of increase in the EPU temperature Tepu is likely to be reduced. This makes it less likely that a high temperature abnormality will occur in the driving heat-generating portion. The processing of step S202 in the flight control device 40 corresponds to the current limiting section.

[0141] In this embodiment, a normal region, a current limit region, and a high temperature abnormal region are set for the EPU temperature Tepu. When the EPU temperature Tepu is in the normal region, the flight control device 40 does not execute either the EPU limit process or the current limit process. When the EPU temperature Tepu is in the current limit region, the flight control device 40 executes the current limit process. When the EPU temperature Tepu is in the high temperature abnormal region, the flight control device 40 executes the EPU limit process. The normal region is a region where the EPU temperature Tepu is lower than the second temperature threshold T2. The current limit region is a region where the EPU temperature Tepu is equal to or higher than the second temperature threshold T2 and lower than the first temperature threshold T1. The high temperature abnormal region is a region where the EPU temperature Tepu is equal to or higher than the first temperature threshold T1.

[0142] According to this embodiment, the flight control device 40 limits the motor current when the EPU temperature Tepu reaches the second temperature threshold T2. In this configuration, the motor current is limited to reduce the rate of increase in the EPU temperature Tepu, making it less likely that the EPU temperature Tepu will reach the first temperature threshold T1 after exceeding the second temperature threshold T2. This makes it possible to suppress the occurrence of an abnormally high temperature in the driving heat-generating portion.

[0143] <Third embodiment> In the first embodiment, the flight control device 40 needs to drive the holding drive units 77, 97 to open the lid units 75, 95. In contrast, in the third embodiment, the flight control device 40 does not need to drive the holding drive units 77, 97 to open the lid units 75, 95. The configurations, actions, and effects of the third embodiment that are not specifically described are the same as those of the first embodiment. The third embodiment will be described mainly with respect to the differences from the first embodiment.

[0144] As shown in Fig. 7, motor device 60 has a motor lid holding part 176 and a motor lid housing part 178 instead of motor lid holding part 76 and motor lid housing part 78 of the first embodiment. Motor device 60 does not have a motor holding / driving part 77, unlike the first embodiment. Motor lid holding part 176 and motor lid housing part 178 are provided in first motor opening 721 and second motor opening 722, respectively. Motor lid holding part 176 corresponds to a lid holding part.

[0145] The inverter device 80 has an inverter lid holding part 196 and an inverter lid accommodating part 198 instead of the inverter lid holding part 96 and the inverter lid accommodating part 98 of the first embodiment. Unlike the first embodiment, the inverter device 80 does not have the inverter holding and driving part 97. The inverter lid holding part 196 and the inverter lid accommodating part 198 are provided in the first inverter opening 921 and the second inverter opening 922, respectively. The inverter lid holding part 196 corresponds to the lid holding part.

[0146] As shown in Figures 7 and 8, the inverter lid holding part 196 holds the inverter lid part 95 in a closed state. Like the inverter lid holding part 96 in the first embodiment described above, the inverter lid holding part 196 is capable of transitioning between a held state and a released state. When in the held state, the inverter lid holding part 196 holds the inverter lid part 95 in a closed state. By transitioning to the released state, the inverter lid holding part 196 transitions the inverter lid part 95 to an open state. The inverter lid holding part 196 corresponds to a lid holding part.

[0147] As shown in FIG. 8 and FIG. 9, the inverter lid holding part 196 transitions from the holding state to the release state by at least a part of the inverter lid holding part 196 being deformed. The inverter lid holding part 196 is in the holding state by being in the holding shape. The holding shape is a shape by which the inverter lid holding part 196 holds the inverter lid part 95 in the closed state. When the inverter lid holding part 196 is in the holding shape, it holds the inverter lid part 95 in the closed state (see FIG. 8). The inverter lid holding part 196 transitions from the holding state to the release state by being transformed from the holding shape to the release shape. The release shape is a shape by which the inverter lid holding part 196 transitions the inverter lid part 95 from the closed state to the open state. That is, the release shape is a shape by which the inverter lid holding part 196 releases the holding of the inverter lid part 95 by the inverter lid holding part 196. The inverter lid holding part 196 transitions the inverter lid part 95 to the open state by being transformed into the release shape (see FIG. 9). The inverter lid holding part 196 corresponds to a lid release part.

[0148] Inverter lid holding portion 196 has inverter deformation portion 196a. Inverter deformation portion 196a forms at least a part of inverter lid holding portion 196. For example, inverter deformation portion 196a forms the entire inverter lid holding portion 196. Inverter lid holding portion 196 is deformed from the holding shape to the release shape by at least a part of inverter deformation portion 196a being deformed. Inverter deformation portion 196a corresponds to the release deformation portion. Inverter lid holding portion 196 is sometimes referred to as a fusible plug.

[0149] Inverter deformable portion 196a is formed of a metal material or the like. The thermal deformation temperature of inverter deformable portion 196a is lower than the thermal deformation temperatures of inverter outer wall 91, inverter lid portion 95, and inverter lid housing portion 198. Inverter deformable portion 196a is deformed by melting or the like when exposed to heat. Note that in a configuration in which inverter deformable portion 196a forms part of inverter lid holding portion 196, the thermal deformation temperature of inverter deformable portion 196a is lower than the thermal deformation temperatures of other portions of inverter lid holding portion 196.

[0150] In the inverter device 80, heat from the driving heat generating part is applied to the inverter lid holding part 196. In the inverter device 80, when the temperature of the driving heat generating part becomes high enough to be considered abnormally high temperature, the heat applied from the driving heat generating part to the inverter lid holding part 196 causes the inverter lid holding part 196 to deform from the holding shape to the release shape. In this case, the heat from the driving heat generating part is applied to the inverter deformation part 196a, so that at least a part of the inverter deformation part 196a deforms, and the inverter lid holding part 196 deforms from the holding shape to the release shape. For example, when the EPU temperature Tepu reaches the first temperature threshold T1, the heat from the driving heat generating part causes the inverter deformation part 196a to deform, and the inverter lid holding part 196 deforms from the holding shape to the release shape. The first temperature threshold T1 corresponds to the release shape temperature.

[0151] Similar to the inverter lid holding part 96 in the first embodiment, the inverter lid holding part 196 removably fixes the inverter lid part 95 to the inverter outer wall 91. When the inverter lid holding part 196 is in the holding shape, the inverter lid part 95 is in a closed state by being fixed to the inverter outer wall 91 by the inverter lid holding part 196. When the inverter lid holding part 196 is in the released shape, the inverter lid part 95 is released from the inverter outer wall 91 and is in an open state.

[0152] The inverter lid accommodating portion 198 is provided on the outside of the inverter outer wall 91, similar to the inverter lid accommodating portion 98 in the first embodiment. The inverter lid accommodating portion 198 is capable of accommodating the inverter lid portion 95 that has come off the inverter outer wall 91. The inverter lid accommodating portions 198 are arranged in pairs in the axial direction AD via the inverter opening 92. The inverter lid accommodating portion 198 is provided so that an end portion of the inverter lid portion 95 that has come off the inverter outer wall 91 can be caught therein.

[0153] The inverter lid accommodating portion 198 has an accommodation vent 198a. The accommodation vent 198a penetrates the inverter lid accommodating portion 198 in the axial direction AD. The accommodation vent 198a is provided so that the propeller wind F1 and the cooling wind F2 can easily pass in the axial direction AD. When the inverter lid portion 95 is opened, the cooling wind F2 can easily pass through the accommodation vent 198a and flow into the inverter opening 92 in the inverter lid accommodating portion 198 provided on the upwind side of the propeller wind F1 out of the pair of inverter lid accommodating portions 198.

[0154] As shown in FIG. 7, the motor lid holding portion 176 holds the motor lid portion 75 in a closed state. Like the motor lid holding portion 76 in the first embodiment described above, the motor lid holding portion 176 is capable of transitioning between a held state and a released state. When in the held state, the motor lid holding portion 176 holds the motor lid portion 75 in a closed state. When the motor lid holding portion 176 transitions to the released state, it transitions the motor lid portion 75 to an open state. The motor lid holding portion 176 is provided in each of the first motor opening 721 and the second motor opening 722. The motor lid holding portion 176 corresponds to a lid holding portion.

[0155] The motor lid holding portion 176 transitions from the holding state to the release state by at least a portion of the motor lid holding portion 176 being deformed. The motor lid holding portion 176 is in the holding state by being in a holding shape. The holding shape is a shape by which the motor lid holding portion 176 holds the motor lid portion 75 in the closed state. When the motor lid holding portion 176 is in the holding shape, the motor lid holding portion 176 holds the motor lid portion 75 in the closed state. The motor lid holding portion 176 transitions from the holding state to the release state by being transformed from the holding shape to the release shape. The release shape is a shape by which the motor lid holding portion 176 transitions the motor lid portion 75 from the closed state to the open state. In other words, the release shape is a shape by which the motor lid holding portion 176 releases the holding of the motor lid portion 75 by the motor lid holding portion 176. The motor lid holding portion 176 transitions the motor lid portion 75 to the open state by being transformed into the release shape. The motor lid holding portion 176 corresponds to a lid release portion.

[0156] The configuration of the motor lid holding portion 176 is similar to the configuration of the inverter lid holding portion 196 shown in Figures 8 and 9. The configuration of the motor lid holding portion 176 is not shown in the figures.

[0157] Motor lid holding portion 176 has a motor deformation portion 176a. Motor deformation portion 176a forms at least a part of motor lid holding portion 176. For example, motor deformation portion 176a forms the entire motor lid holding portion 176. Motor lid holding portion 176 is deformed from the holding shape to the release shape by at least a part of motor deformation portion 176a being deformed. Motor deformation portion 176a corresponds to a release deformation portion. Motor lid holding portion 176 is sometimes referred to as a fusible plug.

[0158] The motor deformation portion 176a is made of a metal material or the like. The thermal deformation temperature of the motor deformation portion 176a is lower than the thermal deformation temperatures of the motor outer wall 71, the motor lid portion 75, and the motor lid housing portion 178. The motor deformation portion 176a is deformed by melting or the like when exposed to heat. Note that in a configuration in which the motor deformation portion 176a forms part of the motor lid holding portion 176, the thermal deformation temperature of the motor deformation portion 176a is lower than the thermal deformation temperatures of other portions of the motor lid holding portion 176.

[0159] In the motor device 60, heat from the driving heat generating part is applied to the motor lid holding part 176. In the motor device 60, when the temperature of the driving heat generating part becomes high enough to be considered abnormally high temperature, the heat applied from the driving heat generating part to the motor lid holding part 176 causes the motor lid holding part 176 to deform from the holding shape to the release shape. In this case, when the heat from the driving heat generating part is applied to the motor deformation part 176a, at least a part of the motor deformation part 176a deforms, and the motor lid holding part 176 deforms from the holding shape to the release shape. For example, when the EPU temperature Tepu reaches the first temperature threshold T1, the heat from the driving heat generating part causes the motor deformation part 176a to deform, and the motor lid holding part 176 deforms from the holding shape to the release shape.

[0160] Similar to the motor lid holding part 76 of the first embodiment, the motor lid holding part 176 removably fixes the motor lid part 75 to the motor outer wall 71. When the motor lid holding part 176 is in the holding shape, the motor lid part 75 is in a closed state by being fixed to the motor outer wall 71 by the motor lid holding part 176. When the motor lid holding part 176 is in the released shape, the motor lid part 75 is released from the motor outer wall 71 and is in an open state.

[0161] The motor lid receiving portion 178 is provided on the outside of the motor outer wall 71, similar to the motor lid receiving portion 78 in the first embodiment. The motor lid receiving portion 178 is capable of receiving the motor lid portion 75 that has come off the motor outer wall 71. The motor lid receiving portion 178 is arranged in pairs with the motor opening 72 interposed therebetween. The motor lid receiving portion 178 is provided so that an end portion of the motor lid portion 75 that has come off the motor outer wall 71 can be caught therein.

[0162] The motor lid housing 178 has a housing vent hole (not shown). The housing vent hole penetrates the motor lid housing 178 in the axial direction AD. The housing vent hole is provided so that the propeller wind F1 and the cooling wind F2 can easily pass through in the axial direction AD. When the motor lid 75 is opened, the cooling wind F2 can easily pass through the housing vent hole and flow into the motor opening 72 in the motor lid housing 178 provided on the upwind side of the propeller wind F1 out of the pair of motor lid housings 178.

[0163] In this embodiment, the flight control process will be described with reference to the flowchart in Fig. 10. The flight control device 40 performs the processes of steps S101 to S104 and S106 to S110, similar to the first embodiment. In addition, the flight control device 40 performs the processes of steps S201 and S202, similar to the second embodiment.

[0164] After step S101, the flight control device 40 proceeds to step S301. In step S301, the flight control device 40 determines whether the motor lid portion 75 and the inverter lid portion 95 are in the open state. For example, the flight control device 40 determines whether the motor lid portion 75 and the inverter lid portion 95 are in the open state using a detection signal from a lid sensor. The lid sensor is a sensor that detects the state of the motor lid portion 75, the inverter lid portion 95, the motor lid holding portion 176, and the inverter lid holding portion 196. For example, the lid sensor detects that the motor lid holding portion 176 and the inverter lid holding portion 196 have been deformed into the released shape.

[0165] The motor lid part 75 or the inverter lid part 95 may be in the open state when a high temperature abnormality occurs in the driving heat generating part. For example, when a high temperature abnormality occurs in the motor 61, the motor deformation part 176a melts or deforms due to the heat of the motor 61, and the motor lid holding part 176 deforms into the released shape. In this case, the fixation of the motor lid part 75 by the motor lid holding part 176 is released, and the motor lid part 75 is opened. In addition, when a high temperature abnormality occurs in the inverter high voltage part 86 or the inverter low voltage part 87, the inverter deformation part 196a melts or deforms due to the heat of the inverter high voltage part 86 or the inverter low voltage part 87, and the inverter lid holding part 196 deforms into the released shape. In this case, the fixation of the inverter lid part 95 by the inverter lid holding part 196 is released, and the inverter lid part 95 is opened.

[0166] When the motor lid part 75 or the inverter lid part 95 is in the open state, the flight control device 40 performs a notification process. This notification process includes a process for notifying that the motor lid part 75 or the inverter lid part 95 is in the open state, and a process for recording in the memory 43 or the like that the motor lid part 75 or the inverter lid part 95 is in the open state.

[0167] When the motor cover 75 or the inverter cover 95 is open, the flight control device 40 proceeds to step S102 and determines whether the EPU temperature Tepu has reached the first temperature threshold T1. When the cover 75, 95 is open but the EPU temperature Tepu has not reached the first temperature threshold T1, the cover holders 176, 196 may be deformed into the released shape for an unintended reason, or the EPU temperature Tepu may drop due to cooling caused by the cover 75, 95 being open.

[0168] If the EPU temperature Tepu is equal to or greater than the first temperature threshold T1 in step S102, the flight control device 40 proceeds to step S302 after steps S103 and S104. In step S302, the flight control device 40 performs current limiting processing, similar to step S202 in the second embodiment. In addition to cooling the driving heat-generating portion by opening the lid portions 75, 95, the flight control device 40 reduces the heat generated by the driving heat-generating portion by current limiting processing, thereby creating an environment in which the temperature of the driving heat-generating portion is likely to decrease.

[0169] In the current limiting process of step S302, the motor current is limited more strictly than in the current limiting process of step S202. For example, in step S302, the current limiting process is performed such that the amount of reduction in the motor current is greater than the amount of reduction in step S202. In this way, when the EPU temperature Tepu is equal to or greater than the first temperature threshold T1, the EPU temperature Tepu is more likely to decrease due to the limit on the motor current than when the EPU temperature Tepu is lower than the first temperature threshold T1.

[0170] After step S302, if the EPU temperature Tepu becomes lower than the first temperature threshold T1 in step S107, the flight control device 40 proceeds to step S303. The flight control device 40 performs a current limit relaxation process in step S303. In the current limit relaxation process, a process for relaxing the limit on the motor current imposed by the current limit process is performed. The flight control device 40 performs a process such as increasing the required output set in the current limit process to increase the motor current compared to the current limit process. For example, the flight control device 40 performs a current limit relaxation process such that the motor current increases as the difference between the EPU temperature Tepu and the first temperature threshold T1 increases.

[0171] If the situation in which the EPU temperature Tepu is lower than the first temperature threshold T1 is maintained, the flight control device 40 may set the required output to a value greater than when no high temperature abnormality occurs. Also, if the above situation is maintained, the flight control device 40 may set the required output to a value greater than that of the propulsion device 100 in which no high temperature abnormality occurs. This makes it easier to reduce the load on the propulsion device 100 in which no high temperature abnormality occurs. The propulsion device 100 in which a high temperature abnormality occurs is likely to be repaired or replaced after the emergency landing of the eVTOL 10 is completed. For this reason, it is preferable to prioritize reducing the load on the propulsion device 100 in which no high temperature abnormality occurs over reducing the load on the propulsion device 100 in which a high temperature abnormality occurs, from the viewpoint of suppressing the occurrence of an abnormality in the propulsion device 100 in which no high temperature abnormality occurs.

[0172] If EPU temperature Tepu has not reached first temperature threshold T1 in step S102, the flight control device 40 performs steps S106 to S110 and S303. In this way, even if EPU temperature Tepu has not reached first temperature threshold T1, the flight control device 40 can perform EPU permission processing or EPU restriction processing as long as the motor cover unit 75 or inverter cover unit 95 is open.

[0173] If the motor lid portion 75 or the inverter lid portion 95 is not in the open state in step S301, the flight control device 40 proceeds to step S201 and determines whether or not the EPU temperature Tepu has reached the second temperature threshold T2. The motor lid holding portion 176 and the inverter lid holding portion 196 are not deformed into the released shape when the EPU temperature Tepu reaches the second temperature threshold T2. When the EPU temperature Tepu reaches the second temperature threshold T2, the flight control device 40 performs the current limiting process of step S202, thereby creating an environment in which the motor lid holding portion 176 and the inverter lid holding portion 196 are less likely to deform into the released shape.

[0174] According to this embodiment, the deformation portions 176a, 196a deform due to heat from the driving heat-generating portion associated with the occurrence of a high temperature abnormality in the driving heat-generating portion, thereby deforming the lid holding portions 176, 196 into the released shape. In this configuration, the lid portions 75, 95 are opened using heat generated in the driving heat-generating portion, so there is no need for the flight control device 40 to manage the opening of the lid portions 75, 95. Therefore, even if an abnormality occurs in the flight control device 40 in addition to the occurrence of a high temperature abnormality in the driving heat-generating portion, it is possible to open the lid portions 75, 95 without relying on the control of the flight control device 40, thereby improving the cooling effect of the driving heat-generating portion by the outside air.

[0175] According to this embodiment, the deformation parts 176a, 196a are formed to deform the lid holding parts 176, 196 into the release shape when the EPU temperature Tepu reaches the first temperature threshold T1. In this configuration, the lid parts 75, 95 are unlikely to be opened due to the deformation of the deformation parts 176a, 196a even if the EPU temperature Tepu does not reach the first temperature threshold T1. In other words, the lid parts 75, 95 are unlikely to be opened due to the deformation of the deformation parts 176a, 196a even if the driving heat generating part does not have a high temperature abnormality. Therefore, when the driving heat generating part does not have a high temperature abnormality, the deformation parts 176a, 196a can prevent the lid parts 75, 95 from being opened and foreign matter from entering the inside of the housing 70, 90 through the openings 72, 92.

[0176] According to this embodiment, the flight control device 40 limits the motor current when the EPU temperature Tepu reaches the second temperature threshold T2 in a situation where the lid holding portion 176, 196 has not been deformed into the released shape. In this configuration, the motor current is limited to reduce the degree of increase in the EPU temperature Tepu, so that the EPU temperature Tepu is unlikely to rise to the extent that the lid holding portion 176, 196 is deformed into the released shape after the EPU temperature Tepu exceeds the second temperature threshold T2. This makes it possible to prevent the lid holding portion 176, 196 from being deformed into the released shape and the lid portion 75, 95 from being opened.

[0177] <Fourth embodiment> In the fourth embodiment, the first opening and the second opening are provided at positions shifted in the axial direction AD. The configuration, action, and effect of the fourth embodiment that are not specifically described are the same as those of the third embodiment. The fourth embodiment will be described mainly with respect to the points different from the third embodiment.

[0178] 11, in the motor device 60, the first motor opening 721 and the second motor opening 722 are positioned offset in the axial direction AD. For example, the first motor opening 721 and the second motor opening 722 are aligned in the radial direction RD or the circumferential direction CD. That is, at least a portion of the first motor opening 721 and at least a portion of the second motor opening 722 are aligned in the radial direction RD with the motor 61 interposed therebetween.

[0179] The first motor opening 721 is positioned offset toward the propeller 20 from the second motor opening 722. The first motor opening 721 extends toward the propeller 20 further than the second motor opening 722. The second motor opening 722 extends toward the opposite side to the propeller 20 further than the first motor opening 721.

[0180] The first motor opening 721 is located at a position shifted toward the upwind side of the propeller wind F1 from the second motor opening 722. When both the first motor opening 721 and the second motor opening 722 are open, the propeller wind F1 is more likely to flow into the first motor opening 721 than into the second motor opening 722. The propeller wind F1 that flows into the motor space 70a from the first motor opening 721 is more likely to flow out from the second motor opening 722 to the outside of the motor housing 70.

[0181] The motor device 60 has a first rotor and a second rotor as two motor rotors 63. The first rotor and the second rotor are arranged in the axial direction AD via the motor stator 62. The first motor opening 721 is provided at a position closer to the first rotor, and the second motor opening 722 is provided at a position closer to the second rotor. The first motor opening 721 is provided at a position that allows at least a part of the first rotor to be exposed to the outside of the motor housing 70. The first motor opening 721 is provided at a position that is aligned with the first rotor in the radial direction RD. The second motor opening 722 is provided at a position that allows at least a part of the second rotor to be exposed to the outside of the motor housing 70. The second motor opening 722 is provided at a position that is aligned with the second rotor in the radial direction RD.

[0182] In addition, the first motor opening 721 and the second motor opening 722 do not have to be aligned in the radial direction RD as long as they are offset in the axial direction AD. For example, the first motor opening 721 and the second motor opening 722 may be provided at positions adjacent to each other in the circumferential direction CD. In this configuration, the motor 61 does not get in between the first motor opening 721 and the second motor opening 722. In addition, the positional relationship in which the first motor opening 721 and the second motor opening 722 are offset in the axial direction AD includes a positional relationship in which the first motor opening 721 and the second motor opening 722 are aligned in the axial direction AD. In this configuration, the first motor opening 721 and the second motor opening 722 may be offset in the circumferential direction CD.

[0183] In this embodiment, the first motor opening 721 and the second motor opening 722 are offset in the axial direction AD, so that the motor lid portion 75 covering the first motor opening 721 and the motor lid portion 75 covering the second motor opening 722 are offset in the axial direction AD. The configuration in which the first motor opening 721 and the second motor opening 722 are offset in the axial direction AD may be applied to the first embodiment. Also, the motor housing 70 does not need to be provided with the motor lid receiving portions 78, 178.

[0184] In the inverter device 80, the first inverter opening 921 and the second inverter opening 922 are positioned offset in the axial direction AD. For example, at least a part of the first inverter opening 921 and at least a part of the second inverter opening 922 are aligned in the radial direction RD or the circumferential direction CD. For example, at least a part of the first inverter opening 921 and at least a part of the second inverter opening 922 are aligned in the radial direction RD via the motor 61.

[0185] The first inverter opening 921 is located at a position shifted toward the propeller 20 side from the second inverter opening 922. The first inverter opening 921 extends toward the propeller 20 side further than the second inverter opening 922. The second inverter opening 922 extends toward the opposite side to the propeller 20 further than the first inverter opening 921.

[0186] The first inverter opening 921 is located at a position shifted toward the upwind side of the propeller wind F1 from the second inverter opening 922. When both the first inverter opening 921 and the second inverter opening 922 are open, the propeller wind F1 is more likely to flow into the first inverter opening 921 than into the second inverter opening 922. The propeller wind F1 that flows into the inverter space 90a from the first inverter opening 921 is more likely to flow out from the second inverter opening 922 to the outside of the inverter housing 90.

[0187] In addition, the first inverter opening 921 and the second inverter opening 922 do not have to be aligned in the radial direction RD as long as they are offset in the axial direction AD. For example, the first inverter opening 921 and the second inverter opening 922 may be provided at positions adjacent to each other in the circumferential direction CD. In this configuration, the motor 61 does not get in between the first inverter opening 921 and the second inverter opening 922. In addition, the configuration in which the first inverter opening 921 and the second inverter opening 922 are offset in the axial direction AD includes a configuration in which the first inverter opening 921 and the second inverter opening 922 are aligned in the axial direction AD. In this configuration, the first inverter opening 921 and the second inverter opening 922 may be offset in the circumferential direction CD.

[0188] In this embodiment, the first inverter opening 921 and the second inverter opening 922 are shifted in the axial direction AD, so that the inverter lid portion 95 of the first inverter opening 921 and the inverter lid portion 95 of the second inverter opening 922 are shifted in the axial direction AD. The configuration in which the first inverter opening 921 and the second inverter opening 922 are shifted in the axial direction AD may be applied to the first embodiment. Also, the inverter housing 90 does not need to be provided with the inverter lid accommodating portion 98, 198.

[0189] According to this embodiment, the first motor opening 721 and the second motor opening 722 are provided at positions offset in the axial direction AD. In this configuration, both motor openings 721, 722 are opened, so that outside air such as the propeller wind F1 flowing in the axial direction AD flows in from one of the motor openings 721, 722, passes through the motor space 70a, and easily flows out from the other. By the outside air passing through the motor space 70a, the driving heat generating parts such as the motor 61 are easily cooled by this outside air. In this way, by making it easier for the outside air to pass through the inside of the motor housing 70, the cooling effect of the driving heat generating parts can be improved.

[0190] In addition, the first inverter opening 921 and the second inverter opening 922 are provided at positions offset in the axial direction AD. In this configuration, by opening both the inverter openings 921, 922, outside air such as the propeller wind F1 flowing in the axial direction AD flows in from one of the inverter openings 921, 922, passes through the inverter space 90a, and easily flows out from the other. By passing the outside air through the inverter space 90a, the outside air is likely to cool the drive heat generating parts such as the inverter high voltage part 86 and the inverter low voltage part 87. In this way, by making it easier for the outside air to pass through the inside of the inverter housing 90, the cooling effect of the drive heat generating parts can be improved.

[0191] <Other embodiments> The disclosure of this specification is not limited to the exemplified embodiments. The disclosure includes the exemplified embodiments and modifications by those skilled in the art based thereon. For example, the disclosure is not limited to the combination of parts and elements shown in the embodiments, and can be implemented in various modifications. The disclosure can be implemented by various combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure includes those in which parts and elements of the embodiments are omitted. The disclosure includes the replacement or combination of parts and elements between one embodiment and another embodiment. The disclosed technical scope is not limited to the description of the embodiments. The disclosed technical scope is indicated by the description of the claims, and should be interpreted as including all modifications within the meaning and scope equivalent to the description of the claims.

[0192] In each of the above embodiments, a housing lid such as the motor lid 75 or the inverter lid 95 may be provided on at least one of the motor housing 70 and the inverter housing 90. In this case, at least one of the motor housing 70 and the inverter housing 90 corresponds to the drive housing.

[0193] In each of the above embodiments, the housing lid does not have to come off from the drive housing when the housing opening is opened. That is, the housing lid does not have to be detachable from the drive housing. For example, in the above first embodiment, a support part that supports the motor lid part 75 rotatably may be provided on the motor housing 70. In this configuration, when the motor lid part 75 is released from the motor lid holding part 76, the motor lid part 75 rotates and moves to the open state.

[0194] In each of the above embodiments, the housing lid may be capable of transitioning from the closed state to the open state and then returning from the open state to the closed state again.

[0195] In each of the above-described embodiments, a labyrinth portion forming a labyrinth passage may be provided as a foreign object regulating portion such as the motor ventilation filter 73a. The labyrinth passage is a passage having a bent shape. The labyrinth portion is provided so that the labyrinth passage communicates with the motor ventilation port 73. For example, the labyrinth portion is provided outside the motor ventilation port 73. In this configuration, even if a foreign object enters the labyrinth passage together with the outside air, the labyrinth passage prevents the foreign object from reaching the motor ventilation port 73.

[0196] In each of the above embodiments, the housing lid may be opened in any manner. For example, in the above first embodiment, in the lid opening process, the motor lid 75 may be opened for at least one of the first motor opening 721 and the second motor opening 722. In addition, in the lid opening process, the inverter lid 95 may be opened for at least one of the first inverter opening 921 and the second inverter opening 922. Furthermore, in the lid opening process, the inverter lid 95 may be opened for at least one of the first inverter device 801 and the second inverter device 802. In addition, in the lid opening process, at least one of the motor lid 75 and the inverter lid 95 may be opened.

[0197] In each of the above embodiments, the housing opening may be provided in any manner in the drive housing. For example, it is sufficient that the drive housing is provided with at least one of the motor opening 72 and the inverter opening 92. In other words, of the motor opening 72 and the inverter opening 92, the drive housing may be provided with only the motor opening 72 or only the inverter opening 92.

[0198] In each of the above embodiments, the flight control device 40 may acquire the fact that the housing lid is opened in any manner. For example, in the above third embodiment, the flight control device 40 may use any sensor detection signal as long as it can determine that the motor lid 75 or the inverter lid 95 is in the open state, or may not use a sensor detection signal. For example, an airflow sensor that detects the airflow of the motor opening 72 or the inverter opening 92 may be provided in the motor device 60 or the inverter device 80. The flight control device 40 determines that the motor lid 75 or the inverter lid 95 has transitioned to the open state when the airflow rate increases suddenly. In addition, the flight control device 40 may not acquire the fact that the housing lid is opened.

[0199] In each of the above embodiments, the release temperature for determining whether or not to transition a lid holding portion such as the motor lid holding portion 76 to the released state and the permission temperature for determining whether or not to perform the EPU permission process may be set to different temperatures. Also, the release shape temperature for a release deformation portion such as the motor deformation portion 176a to deform a lid holding portion to the released state and the first temperature threshold T1 for determining whether or not a high temperature abnormality has occurred in the driving heat generating portion may be set to different temperatures.

[0200] In each of the above embodiments, the housing vents such as the motor vent 73 may be provided in any manner in the drive housing. For example, the housing vent may be provided in the housing lid. In this configuration, it is preferable that the foreign object regulating portion such as the motor vent filter 73a is provided so as not to cover the housing opening when the housing lid is open. Also, the housing vent does not have to be provided in the drive housing.

[0201] In each of the above embodiments, the propulsion device 100 may have both a lid holding part that can be controlled by the flight control device 40 and a lid holding part that cannot be controlled by the flight control device 40. For example, the propulsion device 100 may have both the motor lid holding part 76 and the inverter lid holding part 96 of the above first embodiment and the motor lid holding part 176 and the inverter lid holding part 196 of the above third embodiment.

[0202] In each of the above embodiments, at least a part of the programs stored in the memories 43 and 83 may be rewritten via wireless communication such as OTA. OTA is an abbreviation for Over the Air.

[0203] In each of the above embodiments, at least one of the inverter control unit 81 and the flight control device 40 may perform flight control processing. In this configuration, at least one of the inverter control unit 81 and the flight control device 40 corresponds to a propulsion control device. For example, in a configuration in which the inverter control unit 81 controls the motor holding and driving unit 77 and the inverter holding and driving unit 97, at least the inverter control unit 81 corresponds to a propulsion control device. In this configuration, when a re-flight prohibition process is performed, it is preferable that information indicating that the eVTOL 10 is prohibited from re-flight is input from the inverter control unit 81 to the flight control device 40.

[0204] Moreover, the propulsion control program may be included in at least one of the programs 44, 84. Furthermore, at least one of the processors 42, 82 may be included in at least one of the processing units that executes the propulsion control program.

[0205] In each of the above embodiments, the vertical take-off and landing aircraft on which the flight control device 40 is mounted may be an electrically-driven vertical take-off and landing aircraft in which at least one propeller 20 is driven by at least one EPU 50. For example, a configuration in which one propeller 20 is driven by multiple EPUs 50, or a configuration in which one EPU 50 drives multiple propellers 20 may also be used.

[0206] In each of the above embodiments, the aircraft on which the EPU 50 is mounted does not have to be a vertical take-off and landing aircraft as long as it is an electric aircraft. For example, the aircraft may be an electric aircraft capable of take-off and landing with a runway. Furthermore, the aircraft may be a rotorcraft or a fixed-wing aircraft. The aircraft may be an unmanned aircraft with no human on board. The unmanned aircraft may or may not have a crew cabin 14. A pilot may remotely operate the aircraft. The eVTOL 10 may be called a manned aircraft as long as it is capable of carrying a human, even if no human is on board.

[0207] In each of the above embodiments, the moving body on which the EPU 50 is mounted does not have to be an aircraft as long as it can move by rotation of a rotating body. For example, the moving body may be a vehicle, a ship, a construction machine, or an agricultural machine. For example, if the moving body is a vehicle or a construction machine, the rotating body is a wheel for moving, and the output shaft is an axle. If the moving body is a ship, the rotating body is a screw propeller for propulsion, and the output shaft is a propeller shaft.

[0208] In each of the above embodiments, the flight control device 40 and the inverter control unit 81 are provided by a control system including at least one computer. The control system includes at least one processor that is hardware. If this processor is referred to as a hardware processor, the hardware processor can be provided by the following (i), (ii), or (iii).

[0209] (i) A hardware processor may be a hardware logic circuit. In this case, the computer is provided by digital circuits including a number of programmed logic units (gate circuits). The digital circuits may include a memory that stores at least one of a program and data. The computer may be provided by analog circuits. The computer may be provided by a combination of digital and analog circuits.

[0210] (ii) The hardware processor may be at least one processor core that executes a program stored in at least one memory. In this case, the computer is provided with at least one memory and at least one processor core. The processor core is referred to as a CPU, for example. The memory is also referred to as a storage medium. The memory is a non-transitive and tangible storage medium that non-transiently stores "at least one of a program and data" that can be read by the processor.

[0211] (iii) A hardware processor may be a combination of (i) above and (ii) above, where (i) and (ii) are located on different chips or on a common chip.

[0212] In other words, at least one of the means and functions provided by the flight control device 40 and the inverter control unit 81 can be provided by hardware alone, software alone, or a combination of both.

[0213] (Disclosure of technical ideas) This specification discloses multiple technical ideas described in the following multiple dependent claims. Some of the claims may be described in a multiple dependent form, where the subsequent claim alternatively refers to the preceding claim. Furthermore, some of the claims may be described in a multiple dependent form, where the subsequent claim alternatively refers to the preceding claim. The claims described in these multiple dependent forms define multiple technical ideas.

[0214] (Technical thought 1) A propulsion system (30) for propelling a moving body (10), comprising: A motor (61) that drives the moving body to propel the moving body; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid portion (75, 95) provided to be able to open a housing opening portion (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a lid release unit (77, 97, 176, 196, S105) that releases the holding of the housing lid by the lid holding unit when a high temperature abnormality occurs, including when the temperature of the driving heat generating unit reaches a predetermined temperature (T1); A propulsion system comprising:

[0215] (Technical thought 2) The lid release unit is a holding drive unit (77, 97) that drives to displace the lid holding unit; a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the hold of the housing lid unit when the high temperature abnormality occurs; The propulsion system according to technical idea 1,

[0216] (Technical Thought 3) The propulsion system described in Technical Idea 2, wherein when the temperature of the driving heat generating part reaches a predetermined release temperature (T1), the release execution part determines that a high temperature abnormality has occurred and drives the holding driving part so that the lid holding part is in the released state.

[0217] (Technical Thought 4) a current limiting unit (S202) that limits a motor current of the motor when the temperature of the driving heat generating unit reaches a predetermined limit temperature (T2); The propulsion system according to technical idea 3, wherein the release temperature is higher than the limit temperature.

[0218] (Technical Thought 5) The lid release unit is A propulsion system described in any one of technical ideas 1 to 4, having a release deformation portion (176a, 196a) that is included in at least a part of the lid holding portion and that deforms due to the heat of the driving heat generating portion accompanying the occurrence of the high temperature abnormality, thereby deforming the lid holding portion into a release shape that releases the hold of the housing lid portion.

[0219] (Technical Thought 6) The propulsion system described in technical idea 5, wherein the release deformation portion is formed to deform the lid holding portion into the release shape when the temperature of the driving heat generation portion reaches a predetermined release shape temperature (T1).

[0220] (Technical Thought 7) a current limiting unit (S202) that limits a motor current of the motor when the temperature of the driving heat generating unit reaches a predetermined limit temperature (T2); The propulsion system according to technical idea 6, wherein the release shape temperature is higher than the limit temperature.

[0221] (Technical Thought 8) The housing opening includes: a first opening (721, 921) provided at a position that allows at least a portion of the driving heat generating portion to be exposed to the outside of the driving housing; a second opening (722, 922) provided at a position where at least a part of the driving heat generating portion can be exposed to the outside of the driving housing and at a position opposite to the first opening with respect to the driving heat generating portion; Equipped with A propulsion system described in any one of Technical Ideas 1 to 7, wherein the housing lid portion, the lid holding portion and the lid releasing portion are provided in the first opening and the second opening, respectively.

[0222] (Technical Thought 9) A propulsion system described in any one of technical ideas 1 to 8, wherein the motor is included in the driving heat-generating portion and is arranged so as to be exposed to the outside from the housing opening when the lid release portion releases the retention of the housing lid portion.

[0223] (Technical Thought 10) The driving heat generating portion is A propulsion system described in any one of technical ideas 1 to 9, having a control circuit section (87) for controlling the drive of the motor, the control circuit section (87) being exposed to the outside from the housing opening when the lid release section releases the retention of the housing lid section.

[0224] (Technical Thought 11) A propulsion system described in any one of technical ideas 1 to 10, comprising a drive stopping unit (S110) that stops driving of the motor if the high temperature abnormality continues even when the lid release unit releases the retention of the housing lid unit.

[0225] (Technical Thought 12) The moving body is an aircraft (10) that flies by being driven by the motor, A propulsion system described in any one of technical ideas 1 to 11, comprising a takeoff restriction section (S109) that restricts the takeoff of the aircraft when the lid release section releases the hold of the housing lid section.

[0226] (Technical Thought 13) a housing vent (73, 93) for passing gas into the interior space (70a, 90a) of the drive housing; a foreign object prevention portion (73a, 93a) that does not prevent a foreign object from entering the internal space through the housing opening, but prevents a foreign object from entering the internal space through the housing ventilation hole; The propulsion system according to any one of Technical Ideas 1 to 12, comprising:

[0227] (Technical Thought 14) A motor (61) that drives the moving body (10) to propel the moving body (10); a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid portion (75, 95) provided to be able to open a housing opening portion (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control device (40) for controlling a propulsion system (30) having a high temperature determination unit (S102) that determines whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating unit reaching a predetermined temperature (T1); a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the hold of the housing lid unit when the high temperature abnormality occurs; A propulsion control device comprising:

[0228] (Technical Thought 15) A motor (61) that drives the moving body (10) to propel the moving body (10); a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid portion (75, 95) provided to be able to open a housing opening portion (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; a propulsion control program (44) for controlling a propulsion system (30) having At least one processing section (42) has A determination is made as to whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating part reaching a predetermined temperature (T1) (S102); a propulsion control program for driving the holding drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs (S105). [Explanation of symbols]

[0229] 10... eVTOL as a moving body and an air vehicle, 30... propulsion system, 40... flight control device as a propulsion control device, 42... processor as a processing unit, 44... program as a propulsion control program, 61... motor as a driving heat generating part, 70... motor housing as a drive housing, 70a... motor space as an internal space, 72... motor opening as a housing opening, 721... first motor opening as a housing opening and a first opening, 722... second motor opening as a housing opening and a second opening, 73... motor vent as a housing vent, 73a... motor ventilation filter as a foreign object regulating part, 75... motor lid part as a housing lid part, 76... motor lid holding part as a lid holding part, 176... motor lid holding part as a lid holding part and a lid release part, 176a... motor deformation part as a release deformation part, 77... motor holding drive part as a lid release part and a hold drive part, 86... inverter as a driving heat generating part high voltage section, 87... inverter low voltage section as driving heat generation section and control circuit section, 90... inverter housing as driving housing, 90a... inverter space as internal space, 92... inverter opening as housing opening, 921... first inverter opening as housing opening and first opening, 922... second inverter opening as housing opening and second opening, 93... inverter vent as housing vent, 93a... inverter ventilation filter as foreign object regulating section, 95... inverter lid section as housing lid section, 96... inverter lid holding section as lid holding section, 196... inverter lid holding section as lid holding section and lid release section, 196a... inverter deformation section as release deformation section, 97... inverter holding drive section as lid release section and hold drive section, P2... release position as release state, T1... first temperature threshold as predetermined temperature, release temperature and release shape temperature, T2... second temperature threshold as limit temperature.

Claims

1. A propulsion system (30) for propelling a moving body (10), comprising: a motor (61) that drives the moving body to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a lid release unit (77, 97, 176, 196, S105) that releases the holding of the housing lid by the lid holding unit when a high temperature abnormality occurs, including when the temperature of the driving heat generating unit reaches a predetermined temperature (T1); Equipped with The lid release unit is a holding drive unit (77, 97) that drives to displace the lid holding unit; a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; It has the release execution unit determines that the high temperature abnormality has occurred when the temperature of the driving heat generating unit reaches a predetermined release temperature (T1), and drives the holding driving unit so that the lid holding unit is in the released state; moreover, a current limiting unit (S202) that limits the motor current of the motor when the temperature of the driving heat generating unit reaches a predetermined limit temperature (T2); Equipped with The release temperature is higher than the limit temperature.

2. A propulsion system (30) for propelling a moving body (10), comprising: A motor (61) that drives the moving body to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a lid release unit (77, 97, 176, 196, S105) that releases the holding of the housing lid by the lid holding unit when a high temperature abnormality occurs, including when the temperature of the driving heat generating unit reaches a predetermined temperature (T1); Equipped with The lid release unit is a release deformation portion (176a, 196a) that is included in at least a part of the lid holding portion and that deforms due to heat from the driving heat generating portion caused by the occurrence of the high temperature abnormality, thereby deforming the lid holding portion into a release shape that releases the holding of the housing lid portion, the release deformation portion is formed to deform the lid holding portion into the release shape when the temperature of the driving heat generating portion reaches a predetermined release shape temperature (T1), moreover, a current limiting unit (S202) that limits the motor current of the motor when the temperature of the driving heat generating unit reaches a predetermined limit temperature (T2); Equipped with The release configuration temperature is greater than the limit temperature.

3. A propulsion system (30) for propelling a moving body (10), comprising: A motor (61) that drives the moving body to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a lid release unit (77, 97, 176, 196, S105) that releases the holding of the housing lid by the lid holding unit when a high temperature abnormality occurs, including when the temperature of the driving heat generating unit reaches a predetermined temperature (T1); a drive stop unit (S110) that stops driving the motor when the high temperature abnormality continues even after the lid release unit releases the holding of the housing lid unit; A propulsion system comprising:

4. A propulsion system (30) for propelling a moving body (10), comprising: a motor (61) for driving the flying object (10) as the moving object to fly; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a lid release unit (77, 97, 176, 196, S105) that releases the holding of the housing lid by the lid holding unit when a high temperature abnormality occurs, including when the temperature of the driving heat generating unit reaches a predetermined temperature (T1); a takeoff restriction unit (S109) that restricts takeoff of the aircraft when the lid release unit releases the holding of the housing lid unit; A propulsion system comprising:

5. A propulsion system (30) for propelling a moving body (10), comprising: A motor (61) that drives the moving body to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a lid release unit (77, 97, 176, 196, S105) that releases the holding of the housing lid by the lid holding unit when a high temperature abnormality occurs, including when the temperature of the driving heat generating unit reaches a predetermined temperature (T1); a housing vent (73, 93) for passing gas into the interior space (70a, 90a) of the drive housing; a foreign object control portion (73a, 93a) that does not control foreign objects from entering the internal space through the housing opening, but controls foreign objects from entering the internal space through the housing ventilation hole; A propulsion system comprising:

6. The lid release unit is a holding drive unit (77, 97) that drives to displace the lid holding unit; a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; 6. A propulsion system according to claim 2, comprising:

7. 7. The propulsion system according to claim 6, wherein when the temperature of the drive heat generating portion reaches a predetermined release temperature (T1), the release execution portion determines that the high temperature abnormality has occurred and drives the holding drive portion so that the lid holding portion is in the released state.

8. a current limiting unit (S202) that limits a motor current of the motor when the temperature of the driving heat generating unit reaches a predetermined limit temperature (T2), The propulsion system of claim 7 , wherein the release temperature is higher than the limit temperature.

9. The lid release unit is A propulsion system as described in any one of claims 1, 3 to 5, which has a release deformation portion (176a, 196a) included in at least a part of the lid holding portion, and which deforms due to the heat of the driving heat generating portion caused by the occurrence of the high temperature abnormality, thereby deforming the lid holding portion into a release shape that releases the hold of the housing lid portion.

10. 10. The propulsion system according to claim 9, wherein the release deformation portion is formed to deform the lid holding portion into the release shape when the temperature of the driving heat generating portion reaches a predetermined release shape temperature (T1).

11. a current limiting unit (S202) that limits a motor current of the motor when the temperature of the driving heat generating unit reaches a predetermined limit temperature (T2), The propulsion system of claim 10 , wherein the release configuration temperature is greater than the limit temperature.

12. The housing opening includes: a first opening (721, 921) provided at a position that allows at least a portion of the drive heat generating portion to be exposed to the outside of the drive housing; a second opening (722, 922) provided at a position that allows at least a portion of the drive heat generating portion to be exposed to the outside of the drive housing and that is shifted in the axial direction (AD) of the motor with respect to the first opening; Equipped with The propulsion system according to any one of claims 1 to 5, wherein the housing lid portion, the lid holding portion, and the lid releasing portion are provided at the first opening and the second opening, respectively.

13. The propulsion system according to any one of claims 1 to 5, wherein the motor is included in the driving heat generating portion and is arranged so as to be exposed to the outside through the housing opening when the lid release portion releases the retention of the housing lid portion.

14. The driving heat generating portion is A propulsion system as described in any one of claims 1 to 5, further comprising a control circuit section (87) for controlling the drive of the motor, the control circuit section being exposed to the outside through the housing opening when the lid release section releases the hold of the housing lid section.

15. A propulsion system as described in any one of claims 1, 2, 4, and 5, further comprising a drive stop unit (S110) that stops the drive of the motor if the high temperature abnormality continues even after the lid release unit releases the hold of the housing lid unit.

16. The moving body is a flying body (10) that flies by being driven by the motor, A propulsion system as described in any one of claims 1, 3 to 5, further comprising a takeoff restriction unit (S109) that restricts the takeoff of the aircraft when the lid release unit releases the hold of the housing lid unit.

17. a housing vent (73, 93) for passing gas into the interior space (70a, 90a) of the drive housing; a foreign object control portion (73a, 93a) that does not control foreign objects from entering the internal space through the housing opening, but controls foreign objects from entering the internal space through the housing ventilation hole; 5. The propulsion system according to claim 1, comprising:

18. a motor (61) that drives the moving body (10) to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control device (40) for controlling a propulsion system (30) having: a high temperature determination unit (S102) that determines whether or not a high temperature abnormality has occurred, including whether or not the temperature of the driving heat generating unit has reached a predetermined temperature (T1); a release execution unit (S105) that, when the high temperature abnormality occurs, drives the holding drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases its hold on the housing lid unit, and, when the temperature of the driving heat generating unit reaches a predetermined release temperature (T1), determines that the high temperature abnormality has occurred and drives the holding drive unit to transition the lid holding unit to the release state; a current limiting unit (S202) that limits a motor current of the motor when the temperature of the driving heat generating unit reaches a predetermined limit temperature (T2); Equipped with The propulsion control device, wherein the release temperature is a temperature higher than the limit temperature.

19. a motor (61) that drives the moving body (10) to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control device (40) for controlling a propulsion system (30) having: a high temperature determination unit (S102) that determines whether or not a high temperature abnormality has occurred, including whether or not the temperature of the driving heat generating unit has reached a predetermined temperature (T1); a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; a current limiting unit (S202) that limits a motor current of the motor when the temperature of the driving heat generating unit reaches a predetermined limit temperature (T2); Equipped with The propulsion system comprises: a release deformation portion (176a, 196a) that is included in at least a part of the lid holding portion and that deforms due to heat from the driving heat generating portion caused by the occurrence of the high temperature abnormality, thereby deforming the lid holding portion into a release shape that releases the holding of the housing lid portion, the release deformation portion is formed to deform the lid holding portion into the release shape when the temperature of the driving heat generating portion reaches a predetermined release shape temperature (T1), The release configuration temperature is higher than the limit temperature.

20. a motor (61) that drives the moving body (10) to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control device (40) for controlling a propulsion system (30) having: a high temperature determination unit (S102) that determines whether or not a high temperature abnormality has occurred, including whether or not the temperature of the driving heat generating unit has reached a predetermined temperature (T1); a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; a drive stop unit (S110) that stops driving the motor when the high temperature abnormality continues even after the release execution unit releases the holding of the housing lid unit; A propulsion control device comprising:

21. a motor (61) for driving the flying object (10) as the moving object (10) to fly; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control device (40) for controlling a propulsion system (30) having: a high temperature determination unit (S102) that determines whether or not a high temperature abnormality has occurred, including whether or not the temperature of the driving heat generating unit has reached a predetermined temperature (T1); a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; a takeoff restriction unit (S109) that restricts takeoff of the aircraft when the release execution unit releases the hold of the housing lid unit; A propulsion control device comprising:

22. a motor (61) that drives the moving body (10) to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; a housing vent (73, 93) for passing gas into the interior space (70a, 90a) of the drive housing; a foreign object control portion (73a, 93a) that does not control foreign objects from entering the internal space through the housing opening, but controls foreign objects from entering the internal space through the housing ventilation hole; A propulsion control device (40) for controlling a propulsion system (30) having: a high temperature determination unit (S102) that determines whether or not a high temperature abnormality has occurred, including whether or not the temperature of the driving heat generating unit has reached a predetermined temperature (T1); a release execution unit (S105) that drives the hold drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; A propulsion control device comprising:

23. a motor (61) that drives the moving body (10) to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control program (44) for controlling a propulsion system (30) having: At least one processing section (42) a process (S102) for determining whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating part reaching a predetermined temperature (T1); a process (S105) of driving the holding drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; When the temperature of the driving heat generating unit reaches a predetermined release temperature (T1), it is determined that the high temperature abnormality has occurred, and a process (S105) is performed to drive the holding driving unit so that the lid holding unit is in the release state. a process (S202) of limiting the motor current of the motor when the temperature of the driving heat generating portion reaches a predetermined limit temperature (T2); Execute The release temperature is a temperature higher than the limit temperature.

24. a motor (61) that drives the moving body (10) to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control program (44) for controlling a propulsion system (30) having: At least one processing section (42) a process (S102) for determining whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating part reaching a predetermined temperature (T1); a process (S105) of driving the holding drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; a process (S202) of limiting the motor current of the motor when the temperature of the driving heat generating portion reaches a predetermined limit temperature (T2); Execute The propulsion system comprises: a release deformation portion (176a, 196a) that is included in at least a part of the lid holding portion and that deforms due to heat from the driving heat generating portion caused by the occurrence of the high temperature abnormality, thereby deforming the lid holding portion into a release shape that releases the holding of the housing lid portion, the release deformation portion is formed to deform the lid holding portion into the release shape when the temperature of the driving heat generating portion reaches a predetermined release shape temperature (T1), The release shape temperature is a temperature higher than the limit temperature.

25. a motor (61) that drives the moving body (10) to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control program (44) for controlling a propulsion system (30) having: At least one processing section (42) a process (S102) for determining whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating part reaching a predetermined temperature (T1); a process (S105) of driving the holding drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; a process (S110) of stopping the driving of the motor when the high temperature abnormality continues even after the holding of the housing lid portion is released; A propulsion control program that executes the above.

26. a motor (61) for driving the flying object (10) as the moving object (10) to fly; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; A propulsion control program (44) for controlling a propulsion system (30) having: At least one processing section (42) a process (S102) for determining whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating part reaching a predetermined temperature (T1); a process (S105) of driving the holding drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; A process (S109) of restricting takeoff of the aircraft when the holding of the housing lid portion is released; A propulsion control program that executes the above.

27. a motor (61) that drives the moving body (10) to propel it; a driving heat generating portion (61, 86, 87) that generates heat as the motor is driven; a drive housing (70, 90) that accommodates the drive heat generating portion; a housing lid (75, 95) provided to be able to open a housing opening (72, 721, 722, 92, 921, 922) of the drive housing; a lid holding portion (76, 96, 176, 196) that holds the housing lid in a closed state covering the housing opening; a holding drive unit (77, 97) that drives to displace the lid holding unit; a housing vent (73, 93) for passing gas into the interior space (70a, 90a) of the drive housing; a foreign object control portion (73a, 93a) that does not control foreign objects from entering the internal space through the housing opening, but controls foreign objects from entering the internal space through the housing ventilation hole; A propulsion control program (44) for controlling a propulsion system (30) having: At least one processing section (42) a process (S102) for determining whether or not a high temperature abnormality has occurred, including the temperature of the driving heat generating part reaching a predetermined temperature (T1); a process (S105) of driving the holding drive unit to transition the lid holding unit to a release state (P2) in which the lid holding unit releases the holding of the housing lid unit when the high temperature abnormality occurs; A propulsion control program that executes the above.

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