Electric helicopter

Abstract

To provide an electric rotary wing aircraft in which a part corresponding to an internal combustion engine is replaced with a transmission mechanism miniaturized in consideration of the balance of the aircraft.SOLUTION: An electric rotary wing aircraft, comprises: a first output shaft; a rotor system provided on the first output shaft and rotatable about an axial center of the first output shaft; a power shaft configured to transmit power to the first output shaft; a first motor connected to the power shaft and configured to drive the rotor system; a second motor connected to the power shaft and configured to drive the rotor system; a first motor control device connected to the first motor and configured to control the first motor so as to keep a rotation speed of the first motor at a first rotation speed; and a second motor control device connected to the second motor and the first motor control device and configured to control the second motor so as to keep a rotation speed of the second motor at the first rotation speed.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an electric rotorcraft. [Background technology]

[0002] In recent years, in parallel with the electrification of automobiles, the electrification of small aircraft has been attracting attention. For example, small, electrically powered aircraft capable of vertical take-off and landing can be powered by electric motors without using fossil fuels. Since electric, vertical take-off and landing small aircraft do not use fossil fuels, they emit less CO2 and require less energy refueling than aircraft with internal combustion engines. The system is easy to operate, the entire system can be made compact, and it is easy to operate and quiet. For example, a helicopter is one of the small aircraft that can take off and land vertically. An electric helicopter is called, for example, an electric helicopter or an electric rotorcraft.

[0003] For example, Patent Documents 1 to 4 disclose configuration and control methods for electric helicopters. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] U.S. Patent No. 8,931,732 [Patent Document 2] U.S. Patent No. 9,169,027 [Patent Document 3] International Publication No. 2016 / 009824 [Patent Document 4] International Publication No. 2015 / 146608 Summary of the Invention [Problem to be solved by the invention]

[0005] One of the objectives of the present invention is to provide an electric rotorcraft in which the part equivalent to an internal combustion engine of a conventional aircraft is replaced with a compact transmission mechanism that takes into account the balance of the aircraft. [Means for solving the problem]

[0006] An electric rotorcraft comprising: a first output shaft; a rotor system provided on the first output shaft and rotatable about an axial center of the first output shaft; a power shaft that transmits power to the first output shaft; a first motor connected to the power shaft and driving the rotor system; a second motor connected to the power shaft and driving the rotor system; a first motor control device connected to the first motor and controlling the first motor to maintain a rotation speed of the first motor at a first rotation speed; and a second motor control device connected to the second motor and the first motor control device and controlling the second motor to maintain the rotation speed of the second motor at the first rotation speed. Effect of the Invention

[0007] According to one embodiment of the present invention, it is possible to provide an electric rotorcraft in which the portion equivalent to an internal combustion engine is replaced with a compact transmission mechanism that takes into account the balance of the aircraft. [Brief description of the drawings]

[0008] [Figure 1] 1 is a plan view showing a configuration of an electric rotorcraft according to an embodiment of the present invention. FIG. [Diagram 2] 1 is a block diagram showing a configuration of an electric rotorcraft according to an embodiment of the present invention. FIG. [Diagram 3] FIG. 2 is a perspective view showing the arrangement of a motor unit according to an embodiment of the present invention. [Figure 4] 4(A) and 4(B) are block diagrams showing other configurations of the motor unit according to one embodiment of the present invention. [Diagram 5]5(A) is a perspective view showing the arrangement of the motor section shown in FIG. 4(A), and FIG. 5(B) is a perspective view showing the arrangement of the motor section shown in FIG. 4(B). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. However, the present invention can be implemented in many different aspects, and should not be interpreted as being limited to the description of the embodiments exemplified below. In addition, in order to make the explanation clearer, the width, thickness, shape, configuration, etc. of each part may be shown diagrammatically compared to the actual aspect, but these are merely examples and do not limit the interpretation of the present invention. Furthermore, in this specification and each figure, elements similar to those described above with respect to the previous figures may be given the same symbols (or symbols with a, b, A, B, etc. added after the numbers) and detailed explanations may be omitted as appropriate. Note that the letters "first" and "second" added to each element are convenient labels used to distinguish each element, and have no further meaning unless otherwise specified.

[0010] The electric rotorcraft according to one embodiment of the present invention is, for example, a high-speed hybrid rotorcraft, a contra-rotating rotorcraft, or a coaxial rotorcraft. The electric rotorcraft according to one embodiment of the present invention may be either a manned or unmanned configuration. In this specification, the electric rotorcraft will be described using a manned electric helicopter as an example. <1. First embodiment> <1-1. Configuration of electric rotorcraft 10>

[0011] An electric rotorcraft 10 according to an embodiment of the present invention will be described with reference to Figures 1 and 2. Figure 1 is a plan view showing the configuration of the electric rotorcraft 10 according to an embodiment of the present invention. Figure 2 is a block diagram showing the configuration of the electric rotorcraft 10 according to an embodiment of the present invention. The configuration of the electric rotorcraft 10 shown in Figures 1 and 2 is just one example, and the configuration of the electric rotorcraft 10 is not limited to the configuration shown in Figures 1 and 2.

[0012] As shown in Fig. 1, the electric rotorcraft 10 includes an electric rotorcraft body 20 and a main rotor system 30. The electric rotorcraft body 20 includes an extended tail 40 and supports the main rotor system 30. The electric rotorcraft 10 also includes, inside the electric rotorcraft body 20, a motor section 100 including a first motor 100A and a second motor 100B, a first motor control device 102A, a second motor control device 102B, a rear bulkhead 104, a one-way clutch 105, a first battery management system 110A, a second battery management system 110B, a first battery 120A, a second battery 120B, a flight control device 130, a flight control device 140, a reduction gear 150, a drive shaft 152, a motor shaft 153, a main rotor shaft 154, a tail rotor shaft 156, a main rotor 160, rotor blades 170, and a tail rotor 180.

[0013] In the electric rotorcraft 10 according to one embodiment of the present invention, the drive shaft 152 may be referred to as a power shaft or a first power shaft, the main rotor shaft 154 may be referred to as an output shaft or a first output shaft, the tail rotor shaft 156 may be referred to as an output shaft or a second output shaft, and the motor shaft 153 may be referred to as a motor output shaft or a first motor output shaft. In the electric rotorcraft 10 according to one embodiment of the present invention, the motor section 100, the first motor control device 102A, and the second motor control device 102B may be referred to as a transmission mechanism. In the electric rotorcraft 10 according to one embodiment of the present invention, the first battery management system 110A, the second battery management system 110B, the first battery 120A, and the second battery 120B may be referred to as a power supply section. The transmission mechanism may include the drive shaft 152 or may include the power supply section.

[0014] The main rotor system 30 includes a main rotor 160 and a plurality of rotor blades 170 provided on the main rotor 160. The extended tail 40 includes a tail rotor 180. Although details will be described later, the aft bulkhead 104 is provided, for example, between a bulkhead between the extended tail 40 and a main body portion (not shown) and the inside bottom portion of the electric rotorcraft body 20, and serves to support the motor portion 100. In addition, for example, the area around the aft bulkhead 104 is an area where a portion equivalent to an internal combustion engine in an aircraft that uses a conventional internal combustion engine is provided.

[0015] 2, main rotor 160 is connected to main rotor shaft 154 and is rotatable about the rotation axis of main rotor shaft 154. Tail rotor 180 is connected to tail rotor shaft 156 and is rotatable about the rotation axis of tail rotor shaft 156.

[0016] The motor unit 100 includes a motor shaft 153, a first motor 100A, and a second motor 100B. The first motor 100A and the second motor 100B are connected to the motor shaft 153. The first motor 100A and the second motor 100B are rotatable about the rotation axis of the motor shaft 153.

[0017] A first end of the drive shaft 152 is connected to the reducer 150 (FIG. 2) or the one-way clutch 105 (FIG. 2), and a second end of the drive shaft 152 is connected to the motor unit 100. The motor unit 100 having the first motor 100A and the second motor l00B is connected to the drive shaft 152. Specifically, the second end of the drive shaft 152 is connected to the motor shaft 153. That is, the rotation axis of the drive shaft 152 and the rotation axis of the motor shaft 153 are arranged on the same line or approximately on the same line. In addition, the first motor 100A and the second motor l00B are directly connected to each other using the motor shaft 153. That is, the drive shaft 152, the motor shaft 153, the first motor 100A, and the second motor l00B are connected coaxially. Thus, the first motor 100A rotates the motor shaft 153 and the drive shaft 152 about the center of the rotation axis of the drive shaft 152, transmits power to the main rotor shaft 154 and the tail rotor shaft 156, and drives the main rotor system 30 and the tail rotor 180. The second motor 100B is provided in series with the first motor 100A with respect to the motor shaft 153 and the drive shaft 152, and, like the first motor 100A, rotates the motor shaft 153 and the drive shaft 152 about the center of the rotation axis of the drive shaft 152, transmits power to the main rotor shaft 154 and the tail rotor shaft 156, and drives the main rotor system 30 and the tail rotor 180.

[0018] In the electric rotorcraft 10 according to one embodiment of the present invention, the drive shaft 152 is rigidly coupled to the motor shaft 153. For example, the drive shaft 152 has a spline (also called a spline shaft, not shown), and the spline is coupled to a motor rotor (not shown) provided on the motor shaft 153. By using this structure, no difference in the rotation speed of the first motor 100A and the second motor 100B occurs, and the rotation speed of the first motor 100A and the second motor 100B can be kept constant. In addition, by using this structure, the first motor 100A and the second motor 100B are motors that can suppress the influence of cogging. In addition, by using this structure, the drive shaft 152 is capable of free rotation, and the electric rotorcraft 10 according to one embodiment of the present invention has a configuration that allows autorotation. In addition, in the electric rotorcraft 10 according to one embodiment of the present invention, the first motor 100A and the second motor 100B may have, for example, a clutch plate (for example, a slip ring) and be connected to the drive shaft 152. Moreover, the drive shaft 152 may have a flexible coupling (not shown), and the drive shaft 152, the main rotor shaft 154, and the tail rotor shaft 156 may be connected using the flexible coupling. By using the flexible coupling, it is possible to reduce an installation error when connecting the drive shaft 152, the main rotor shaft 154, and the tail rotor shaft 156, and therefore it is possible to suppress a loss in power transmission caused by a misalignment in the connection between the drive shaft 152, the main rotor shaft 154, and the tail rotor shaft 156. In addition, by using the flexible coupling, it is possible to suppress vibration caused by the rotation of the drive shaft 152, and to suppress a loss in power transmission caused by the vibration of the drive shaft 152. Furthermore, by using the flexible coupling, for example, heat generated in the motor unit 100 can be absorbed, and the heat is conducted to the main rotor shaft 154 and the tail rotor shaft 156 via the drive shaft 152, and it is possible to suppress a loss in power transmission caused by heat.

[0019] A first end of the drive shaft 152, the main rotor shaft 154, and the tail rotor shaft 156 are connected to the reduction gear 150. The drive shaft 152 can be rotated about the rotation axis of the drive shaft 152 by the power generated by the motor unit 100.

[0020] Here, for example, if the ground is a plane (D1D2 plane) or an approximate plane (approximately D1D2 plane) formed by the first axis (D1) and the second axis (D2), the third axis (D3) intersects with the plane or the approximate plane and is provided perpendicular or approximately perpendicular to the plane or the approximate plane. In a side view of the electric rotorcraft 10, the drive shaft 152 is provided parallel or approximately parallel to the third axis. In addition, in a side view of the electric rotorcraft 10, an angle formed by a line extending the drive shaft 152 to the third axis and a line extending the main rotor shaft 154 is an angle α. The angle α is, for example, 120 degrees or more and 180 degrees or less. For example, the drive shaft 152 and the main rotor shaft 154 are connected using a flexible and variable coupling mechanism such as a universal joint, so that the angle α can be appropriately changed according to the specifications and use of the electric rotorcraft 10. Note that after fixing the angle α, the drive shaft 152, the main rotor shaft 154, and the coupling mechanism may be fixed using a fixing member. For example, by connecting the drive shaft 152 and the main rotor shaft 154 using the coupling mechanism, when the electric rotorcraft 10 flies in an unstable airflow, the relationship between the drive shaft 152 and the main rotor shaft 154 flexibly changes according to the airflow. As a result, compared to a case in which the drive shaft 152 and the main rotor shaft 154 are fixed, the force acting between the drive shaft 152 and the main rotor shaft 154 (for example, the impact force that the electric rotorcraft 10 receives in an unstable airflow) can be dispersed, attenuated, or mitigated, and the load acting on the motor shaft 153 and the motor unit 100 connected to the drive shaft 152 can be reduced.

[0021] In the electric rotorcraft 10 according to one embodiment of the present invention, the portion corresponding to the internal combustion engine of a conventional aircraft using an internal combustion engine can be replaced with a transmission mechanism. In the transmission mechanism, power can be transmitted to each rotor using electric signals such as a first signal, a second signal, and a signal including data on the number of revolutions. Therefore, the electric rotorcraft 10 according to one embodiment of the present invention can transmit power to each rotor faster than a conventional rotorcraft using an internal combustion engine. In addition, since the size of the transmission mechanism is smaller than the portion corresponding to the internal combustion engine, the use of the transmission mechanism can reduce the size of the power unit that moves the aircraft. In the electric rotorcraft 10 according to one embodiment of the present invention, the angle (angle α) between the line extending the drive shaft 152 to the third axis and the line extending the main rotor shaft 154 can be adjusted. For example, by setting the angle α to approximately 130 degrees, the transmission mechanism can be provided in a convex portion below the approximate center of the electric rotorcraft body 20, avoiding the tail rotor shaft 156, and the wide space in which the conventional internal combustion engine was provided can be effectively utilized. Furthermore, in the electric rotorcraft 10 according to one embodiment of the present invention, for example, when the angle α is 180 degrees or approximately 180 degrees, the rotation axis of the main rotor shaft 154, the rotation axis of the drive shaft 152, and the rotation axis of the motor shaft 153 can be arranged on the same line or approximately on the same line. As a result, the electric rotorcraft 10 according to one embodiment of the present invention can suppress vibrations or shocks associated with the rotation of the motor or the rotation of the shaft during power transmission, compared to a case in which the rotation axes are not arranged on the same line or approximately on the same line. As a result, the electric rotorcraft 10 according to one embodiment of the present invention enables power to be transmitted coaxially without bending the output shaft and the power shaft, and by using the configuration according to one embodiment of the present invention, it is possible to realize an electric rotorcraft having a simple transmission mechanism and with little loss during power transmission.

[0022] As the drive shaft 152 rotates, the power generated by the motor unit 100 can be transmitted to the main rotor shaft 154 and the tail rotor shaft 156. That is, the power generated by the motor unit 100 can be transmitted from one drive shaft 152 to a plurality of rotor shafts (here, the main rotor shaft 154 and the tail rotor shaft 156). As a result, the main rotor shaft 154 rotates about its rotation axis, and the main rotor 160 and the plurality of rotor blades 170 connected to the main rotor shaft 154 rotate, generating lift that lifts the electric rotorcraft 10. In addition, the tail rotor shaft 156 rotates about its rotation axis, and the tail rotor 180 connected to the tail rotor shaft 156 rotates, suppressing the counter torque of the electric rotorcraft 10. In addition, the tail rotor 180 can suppress torque (counter torque) that is generated when the plurality of rotor blades 170 rotate due to the rotation of the main rotor 160, for example.

[0023] The reduction gear 150 has a plurality of gears (not shown). The size, number of teeth, etc. of the plurality of gears may be different for some of the gears, or may be the same for some of the gears. The plurality of gears are provided at least between the drive shaft 152 and the main rotor shaft 154, and between the drive shaft 152 and the tail rotor shaft 156. Here, the rotation speed of the drive shaft 152 is extremely higher than the rotation speed of the main rotor shaft 154, the rotation speed of the main rotor 160 and the plurality of rotor blades 170 provided on the main rotor 160, the rotation speed of the tail rotor shaft 156, and the rotation speed of the tail rotor 180. The reduction gear 150 has gears with different sizes, numbers of teeth, etc., so that the rotation speed of the main rotor shaft 154 and the rotation speed of the tail rotor shaft 156 can be changed to a rotation speed lower than the rotation speed of the drive shaft 152. As a result, the reduction gear 150 can reduce the rotation speed of each rotor.

[0024] In the electric rotorcraft 10 according to one embodiment of the present invention, a one-way clutch 105 may be provided between the reduction gear 150 and the motor unit 100. The one-way clutch 105, for example, suppresses the transmission of a braking force, such as cogging or back electromotive force, generated in the motor unit 100 from the motor shaft 153 to the main rotor 160 and the tail rotor 180. Furthermore, when, for example, the first motor 100A and the second motor 100B fail, the one-way clutch 105 suppresses the rotation of the drive shaft 152 and suppresses the transmission of power to the main rotor 160 and the tail rotor 180. Therefore, when the first motor 100A and the second motor 100B fail, the drive shaft 152 is capable of free rotation, and the electric rotorcraft 10 according to one embodiment of the present invention has a configuration capable of autorotation. In addition, since the electric rotorcraft 10 of one embodiment of the present invention has a coupling mechanism, similar to the drive shaft 152 and the main rotor shaft 154, the force applied to the one-way clutch 105 (for example, the impact force that the electric rotorcraft 10 experiences in unstable airflow) can be dispersed, attenuated, or mitigated, thereby reducing the load on the one-way clutch 105.

[0025] In conventional rotorcraft using an internal combustion engine, the rotational speed of the main rotor and tail rotor are controlled to be constant or approximately constant regardless of the flight state. However, even if the rotational speed is constant or approximately constant, the torque (output) increases or decreases depending on the flight state. As a result, the throttle (a throttle valve that adjusts the output) of the internal combustion engine is adjusted appropriately. In a rotorcraft that uses a combustion engine, for example, a throttle governor and a throttle control circuit are used to adjust the throttle so that the rotation speed is kept constant or approximately constant.

[0026] On the other hand, in the electric rotorcraft 10 according to one embodiment of the present invention, the first motor control device 102A is electrically connected to the first motor 100A and the first battery management system 110A, and controls the driving of the first motor 100A. The electric rotorcraft 10 according to one embodiment of the present invention may have, for example, a throttle governor (not shown) including a configuration similar to that of a throttle governor provided in a conventional internal combustion engine. Furthermore, the first motor control device 102A and the second motor control device 102B may include a configuration similar to that of a throttle control circuit provided in a conventional internal combustion engine. In the electric rotorcraft 10 according to one embodiment of the present invention, for example, the throttle governor, the first motor control device 102A, the second motor control device 102B, the first inverter 108A (FIG. 3) and the second inverter 108B (FIG. 3) can be used to keep the rotation speed of the main rotor 160 and the rotation speed of the tail rotor 180 constant. For example, a throttle signal that controls torque (output) is sent from the flight control device 130 to the first inverter 108A included in the first motor control device 102A and the second inverter 108B included in the second motor control device 102B to control the output frequencies of the first inverter 108A and the second inverter 108B. As a result, the electric rotorcraft 10 according to one embodiment of the present invention can control the torque (output) and keep the rotation speed of the main rotor 160 and the rotation speed of the tail rotor 180 constant.

[0027] Since the electric rotorcraft 10 according to one embodiment of the present invention includes configurations similar to a throttle governor and throttle control circuit provided in a conventional internal combustion engine, data and configurations related to flight and data and configurations related to piloting of the rotorcraft can be used based on the configurations of the throttle governor and throttle control circuit provided in a conventional internal combustion engine. Note that, if the first motor 100A or the second motor 100B and the first inverter 108A or the second inverter 108B generate sufficient torque (output) required for the flight of the electric rotorcraft 10 and can control the rotation speed of the main rotor 160 and the rotation speed of the tail rotor 180 to be constant or approximately constant, the electric rotorcraft 10 according to one embodiment of the present invention does not need to include configurations similar to a throttle governor and throttle control circuit provided in a conventional internal combustion engine.

[0028] In addition, in an electric rotorcraft 10 according to one embodiment of the present invention, the first motor control device 102A may have, for example, a first inverter 108A (FIG. 3), a rotation speed detection device (not shown), a rotation speed comparison device (not shown), and a rotation speed feedback device (not shown).

[0029] The first inverter 108A (FIG. 3) includes, for example, an inverter circuit (not shown), a capacitor (not shown) provided between the inverter circuit and the first inverter 108A, and the like. The first inverter 108A, for example, stores power (DC) supplied from the first battery 120A in a capacitor and converts it into power (AC) in the inverter circuit. The first inverter 108A supplies the converted power (AC) to the first motor 100A.

[0030] The rotation speed detection device includes, for example, a lookup table that associates the rotation speed of the main rotor 160, the rotation speed of the tail rotor 180, and the rotation speed of the first motor 100A with a current value. The lookup table may be, for example, a program map in which a proportional constant for calculating the rotation speed from a current value, a proportional constant or gain for calculating a motor output from a torque described later, and the like are set. The rotation speed detection device measures the value of the current flowing through the first motor 100A, and can detect the rotation speed of the first motor 100A, the rotation speed of the main rotor 160, and the rotation speed of the tail rotor 180 from the measured current value based on the lookup table. The rotation speed comparison device may include a storage device that stores the set rotation speed of the main rotor 160, the set rotation speed of the tail rotor 180, and the set rotation speed of the first motor 100A. The rotation speed comparison device receives the detected rotation speed of the first motor 100A from the rotation speed detection device, and can compare the detected rotation speed of the first motor 100A with the set rotation speed of the first motor 100A. As a result, when the detected rotation speed of the first motor 100A is the same as the set rotation speed of the first motor 100A, the rotation speed comparison device transmits the detected rotation speed of the first motor 100A to the rotation speed feedback device, and when the detected rotation speed of the first motor 100A is different from the set rotation speed of the first motor 100A, the rotation speed comparison device corrects the detected rotation speed of the first motor 100A to the set rotation speed of the first motor 100A and transmits it to the rotation speed feedback device. The rotation speed feedback device includes, like the rotation speed detection device, a lookup table that associates, for example, the rotation speed of the main rotor 160, the rotation speed of the tail rotor 180, and the rotation speed of the first motor 100A with a current value. The rotation speed feedback device receives the detected rotation speed of the first motor 100A or the set rotation speed of the first motor from the rotation speed comparison device. The rotation speed feedback device can obtain the received rotation speed of the first motor 100A and the current value of the first motor 100A based on the lookup table.The rotation speed feedback device can keep the rotation speed of the first motor 100A constant by passing the determined current value of the first motor 100A through the first motor 100A. As a result, the electric rotorcraft 10 according to one embodiment of the present invention can maintain the rotation speed of the main rotor 160 and the rotation speed of the tail rotor 180 constant, and can therefore maintain stable flight.

[0031] The second motor control device 102B is electrically connected to the second motor 100B and the second battery management system 110B, and controls the driving of the second motor 100B. The second motor control device 102B has, for example, a second inverter 108B (FIG. 3), a rotation speed detection device (not shown), a rotation speed comparison device (not shown), and a rotation speed feedback device (not shown). The second inverter 108B supplies the converted power (AC) to the second motor 100B. That is, the second motor control device 102B can have a configuration similar to that of the first motor control device 102A described above. Therefore, the second motor control device 102B can keep the rotation speed of the second motor 100B constant by passing the obtained current value of the second motor 100B through the second motor 100B. As a result, the electric rotorcraft 10 according to one embodiment of the present invention can maintain constant the rotation speed of the main rotor 160 and the rotation speed of the tail rotor 180, and can therefore continue stable flight. Note that in the electric rotorcraft 10 according to one embodiment of the present invention, the set rotation speed of the first motor may be referred to as the first rotation speed, and the set rotation speed of the second motor may be referred to as the second rotation speed.

[0032] Also, the first rotation speed is the same as the second rotation speed (because they are rigidly coupled). Therefore, the rotation speed of the main rotor 160 and the rotation speed of the tail rotor 180 are more stably controlled by the two motors. Also, for example, the shaft output value of the motor can be calculated using the rotation speed and the torque of the motor, and the motor output value = rotation speed x motor torque. Even if the rotation speed of the first motor 100A and the rotation speed of the second motor 100B are the same, the shaft output of the rotor system can be changed by changing the torque of each motor. For example, when the shaft output is kept constant, the torque of the first motor 100A and the second motor 100B may be halved, or the torque of the second motor 100B may be set to approximately 0 (zero) without changing the torque of the first motor 100A. The electric rotorcraft 10 according to one embodiment of the present invention can keep the shaft output constant by alternately using the first motor 100A and the second motor 100B, and can keep the shaft output constant by halving the shaft outputs of the first motor 100A and the second motor 100B. This makes it possible to average the loads on the first motor 100A and the second motor 100B without applying a load to one of the motors. Therefore, compared to a case where one motor is implemented and used continuously, it is possible to reduce the load on the motor and extend the life of the motor.

[0033] The first motor control device 102A and the second motor control device 102B may be connected to each other. For example, the second motor control device 102B may share data such as the rotation speed and current value of the first motor 100A with the first motor control device 102A, and the first motor control device 102A may share data such as the rotation speed and current value of the second motor 100B with the second motor control device 102B. For example, even if the first motor control device 102A becomes uncontrollable, the second motor control device 102B can control the first motor 100A, and even if the second motor control device 102B becomes uncontrollable, the first motor control device 102A can control the second motor 100B. Also, for example, if the first motor control device 102A becomes uncontrollable, the second motor control device 102B may control the first motor 100A and the second motor 100B, and if the second motor control device 102B becomes uncontrollable, the first motor control device 102A may control the first motor 100A and the second motor 100B.

[0034] Specifically, when one of the first motor 100A or the second motor 100B fails, the flight state may be changed from a state in which the first motor 100A and the second motor 100B are used for flight (dual mode) to a state in which the first motor 100A or the second motor 100B is used for flight (single mode). For example, the pilot inputs an instruction to change the flight state from dual mode to single mode using the flight control device 140, and a signal based on the instruction is transmitted from the flight control device 140 to the flight control device 130, and based on the signal, the failed motor of the first motor 100A or the second motor 100B is stopped, and the failed motor of the first motor 100A or the second motor 100B is changed to be driven. Here, for example, the continuous maximum output of the first motor 100A is the rated maximum output of the first motor 100A and the second motor 100B. In the electric rotorcraft 10 according to one embodiment of the present invention, if one of the motors or one of the motor control devices fails, the flight state is controlled using the non-failed motor or non-failed motor control device, which is sometimes referred to as a cross-connected motor control system.

[0035] Therefore, the electric rotorcraft 10 according to one embodiment of the present invention can ensure the power necessary for flight and ensure safety even in the event of a failure of the motor control device.

[0036] The electric rotorcraft 10 according to an embodiment of the invention may be configured such that, when the first motor control device 102A becomes uncontrollable, the second motor control device 102B is connected to the first motor 100A, and when the second motor control device 102B becomes uncontrollable, the first motor control device 102A is connected to the second motor 100B. For example, when the first motor control device 102A becomes uncontrollable, the second motor control device 102B is connected to the first motor 100A, and data transmission or reception between the second motor control device 102B and the first motor 100A can be performed with minimal delay since data is not transmitted through the uncontrollable first motor control device 102A. As a result, the electric rotorcraft 10 according to an embodiment of the invention can perform, for example, feedback of the rotation speed with minimal delay.

[0037] The flight control device 130 is connected to the first motor control device 102A and the second motor control device 102B. The flight control device 130 has a CPU, a storage device, etc. For example, the flight control device 130 reads instructions stored in the storage device based on a signal input to the input device 142, processes the instructions using the CPU, and transmits desired signals to the first motor control device 102A and the second motor control device 102B.

[0038] The control device 140 is connected to the flight control device 130. The control device 140 includes an input device 142, a display device 144, and the like. The input device 142 includes, for example, a starter switch, a thrust control lever, and the like. The display device 144 is configured to display data such as the rotation speed and current value of the first motor 100A, the rotation speed and current value of the second motor 100B, the rotation speed of the main rotor 160, and the rotation speed of the tail rotor 180 in chronological order.

[0039] The pilot of the electric rotorcraft 10 inputs a desired operation using the control device 140. For example, the pilot inputs a first rotation speed of the first motor 100A to the input device 142. The input device 142 transmits the first rotation speed to the flight control device 130. The flight control device 130 transmits data of the first rotation speed to the first motor control device 102A and the second motor control device 102B. The data of the first rotation speed is stored (memorized) in the first motor control device 102A and the second motor control device 102B. For example, when adjusting the rotation speeds of the first motor 100A and the second motor 100B, the pilot inputs an operation for adjusting the rotation speed to the input device 142, and the input device 142 transmits a first signal corresponding to the operation for adjusting the rotation speed to the flight control device 130. The flight control device 130 receives the first signal, and transmits a second signal to the first motor control device 102A and the second motor control device 102B based on the first signal, which detects the rotation speeds of the first motor 100A and the second motor 100B. The first motor control device 102A and the second motor control device 102B receive the second signal, and detect the rotation speeds of the first motor 100A and the second motor 100B based on the second signal. The flight control device 130, the first motor control device 102A, and the second motor control device 102B control the rotation speeds of the first motor 100A and the second motor 100B to be constant or approximately constant. Also, transmits. The first motor control device 102A receives the second signal, and detects the rotation speed of the first motor 100A based on the second signal. In addition, in the control of the electric rotorcraft 10, it is given priority that the pilot inputs a desired operation using the control device 140 and controls the electric rotorcraft 10.

[0040] The first battery management system 110A is connected to the first motor control device 102A and the first battery 120A. The first battery management system 110A controls the remaining amount of the first battery 120A, and supplies power from the first battery 120A to the first motor control device 102A. The second battery management system 110B is connected to the second motor control device 102B and the second battery 120B. The second battery management system 110B, like the first battery management system 110A, controls the remaining amount of the second battery 120B, and supplies power from the second battery 120B to the second motor control device 102B.

[0041] The first battery management system 110A and the second battery management system 110B may be connected to each other. For example, the second battery management system 110B may share data such as the remaining capacity of the first battery 120A with the first battery management system 110A, and the first battery management system 110A may share data such as the remaining capacity of the second battery 120B with the second battery management system 110B. For example, even if the first battery management system 110A becomes uncontrollable, the second battery management system 110B can control the first battery 120A, and even if the second battery management system 110B becomes uncontrollable, the first battery management system 110A can control the second battery 120B. Also, for example, if the first battery management system 110A becomes uncontrollable, the second battery management system 110B may control the first battery 120A and the second battery 120B, and if the second battery management system 110B becomes uncontrollable, the first battery management system 110A may control the first battery 120A and the second battery 120B.

[0042] Specifically, when one of the first battery management system 110A or the second battery management system 110B fails, the flight state may be changed from a state in which the first battery 120A and the second battery 120B are used for flight (dual battery mode) to a state in which the first battery 120A and the second battery 120B are used for flight (single battery mode). For example, the pilot inputs an instruction to change the flight state from the dual battery mode to the single battery mode using the flight control device 140, and a signal based on the instruction is transmitted from the flight control device 140 to the flight control device 130, and based on the signal, the supply of power from the failed battery of the first battery 120A or the second battery 120B to the first motor control device 102A and the second motor control device 102B, etc. is stopped, and power is supplied from the failed battery of the first battery 120A or the second battery 120B to the first motor control device 102A and the second motor control device 102B, etc. In the electric rotorcraft 10 of one embodiment of the present invention, if one battery or one battery management system fails, the flight state is controlled using the non-failed battery or the non-failed battery management system, which is sometimes referred to as a cross-connected battery control system.

[0043] Therefore, the electric rotorcraft 10 according to one embodiment of the present invention can supply the power required for flight to the motor control device, thereby ensuring power and safety, even in the event of a failure in the battery management system.

[0044] As described above, the flight control device 130 is electrically connected to the first motor control device 102A and the second motor control device 102B. In addition, the flight control device 130 transmits data of the first rotation speed to the first motor control device 102A and the second motor control device 102B. The first motor control device 102A detects the rotation speed of the first motor 100A and adjusts the rotation speed of the first motor 100A to the first rotation speed. Furthermore, the second motor control device 102B measures the rotation speed of the second motor 100B and adjusts the rotation speed of the second motor 100B to the first rotation speed. Through the above-mentioned operations, the rotation speed of the main rotor 160 or the tail rotor 180 of the electric rotorcraft 10 according to one embodiment of the present invention can be kept constant.

[0045] As described above, a conventional rotorcraft using an internal combustion engine generates power by the internal combustion engine and transmits the generated power to a rotor shaft. When an internal combustion engine is used as power, for example, there is a possibility that a power drop due to incomplete combustion of fuel in the internal combustion engine and an unstable power supply in the flight environment may occur. As a result, it has been difficult to keep the rotation speed of the rotor constant or to precisely control the rotation speed of the rotor. On the other hand, the electric rotorcraft 10 according to one embodiment of the present invention generates power by an electrically controllable electric motor, so that the power is not influenced by the performance of the fuel. Therefore, the electric rotorcraft 10 can stably supply power to be transmitted to the rotor shaft compared to a conventional rotorcraft using an internal combustion engine. As a result, the electric rotorcraft 10 according to one embodiment of the present invention can keep the rotation speed of the rotor constant or to precisely control the rotation speed of the rotor.

[0046] Although an electric rotorcraft 10 according to an embodiment of the present invention has two electric motors, the number of electric motors is not limited to two. For example, the electric rotorcraft 10 may have three or more electric motors. As a result, even if at least two electric motors fail, the electric rotorcraft 10 can ensure the power required for flight and ensure safety. Furthermore, by having more electric motors, the electric rotorcraft 10 can stably transmit power to the main rotor 160 or the tail rotor 180 regardless of flight altitude, weather, temperature, and the like. As a result, the electric rotorcraft 10 can further stabilize the rotation speed of the main rotor 160 or the tail rotor 180. <1-2. Arrangement of the motor unit 100>

[0047] The arrangement of the motor section 100 according to one embodiment of the present invention will be described with reference to Fig. 3. Fig. 3 is a perspective view showing the arrangement of the motor section 100 according to one embodiment of the present invention. Fig. 3 is a perspective view of the motor section 100 according to one embodiment of the present invention, viewed from the left rear inside the fuselage of the electric rotorcraft body 20. The arrangement of the motor section 100 shown in Fig. 3 is one example, and the arrangement of the motor section 100 is not limited to the configuration shown in Fig. 3. Descriptions of configurations that are the same as or similar to those in Figs. 1 and 2 may be omitted.

[0048] As shown in Figure 3, an electric rotorcraft 10 according to one embodiment of the present invention has, in addition to the configuration shown in Figures 1 and 2, for example, a mounting plate 106, a first mounting frame 107A, a second mounting frame 107B, and an opening 109.

[0049] The first mounting frame 107A and the second mounting frame 107B are connected to the rear bulkhead 104 and support the mounting plate 106, the first inverter 108A and the second inverter 108B. The first inverter 108A and the second inverter 108B are also connected to the rear bulkhead 104 by connecting members such as bolts.

[0050] The left and right sides of the mount plate 106 are supported by the first mount frame 107A and the second mount frame 107B. The mount plate 106 fixes the motor unit 100 including the drive shaft 152, the first motor 100A, and the second motor 100B with a connecting member such as a bolt, and supports the motor unit 100 including the drive shaft 152, the first motor 100A, and the second motor 100B. Thus, the mount plate 106, the first mount frame 107A, and the second mount frame 107B can prevent the motor unit 100 including the drive shaft 152, the first motor 100A, and the second motor 100B from falling.

[0051] The opening 109 is, for example, an opening through which the extended drive shaft 152 passes in order to connect the extended drive shaft 152 to the reduction gear 150. The opening 109 may also be, for example, an opening through which the tail rotor shaft 156 passes.

[0052] The power transmission mechanism of electric rotorcraft 10 according to one embodiment of the present invention can be arranged compactly and approximately symmetrically with respect to the rear bulkhead 104 in the large space where a conventional internal combustion engine would be installed. Therefore, the configuration of electric rotorcraft 10 according to one embodiment of the present invention makes it possible to provide an electric rotorcraft in which the portion equivalent to an internal combustion engine of an aircraft using a conventional internal combustion engine is replaced with a compact power transmission mechanism that takes into account the balance of the aircraft. <2. Second embodiment>

[0053] Another configuration of the electric rotorcraft 10 according to an embodiment of the present invention will be described with reference to Figs. 4(A) and 5(A). Fig. 4(A) is a block diagram showing another configuration of the motor unit 100 according to an embodiment of the present invention. Fig. 5(A) is a perspective view showing the arrangement of the motor unit 100 shown in Fig. 4(A). The motor unit 100 shown in Fig. 4(A) is different from the motor unit 100 shown in Fig. 2 in that a first motor 100A and a second motor 100B are provided in parallel, and the first motor 100A and the second motor 100B are connected to a drive shaft 152 by gears. Here, differences between the motor unit 100 shown in Fig. 4(A) and the motor unit 100 shown in Fig. 2 will be mainly described. The configuration of the motor unit 100 shown in Figs. 4(A) and 5(A) is an example, and the configuration of the motor unit 100 is not limited to the configuration shown in Figs. 4(A) and 5(A). Descriptions of configurations that are the same as or similar to those in Figs. 1 to 3 may be omitted.

[0054] As shown in FIG. 4(A), the motor unit 100 has a gear box 165. The gear box 165 has a first gear 166, a second gear 167, and a third gear 168. A first end of the drive shaft 152 is connected to the reducer 150 (FIG. 2) or the one-way clutch 105 (FIG. 2), and a second end of the drive shaft 152 is connected to the first gear 166. The first gear 166 is coupled to the second gear 167 and the third gear 168. A first end of the motor shaft 162 is connected to the second gear 167, and a second end of the motor shaft 162 is connected to the first motor 100A. A first end of the motor shaft 164 is connected to the third gear 168, and a second end of the motor shaft 164 is connected to the second motor 100B. In the electric rotorcraft 10 according to one embodiment of the present invention, the motor shaft 162 may be referred to as the power shaft or the second power shaft, and the motor shaft 164 may be referred to as the power shaft or the third power shaft.

[0055] In a rear view of the electric rotorcraft 10, the drive shaft 152, the motor shaft 162, and the motor shaft 164 are provided parallel or approximately parallel to the third axis (D3). Furthermore, the first motor 100A and the second motor 100B are provided facing each other with respect to an extension line of the drive shaft 152, and are provided parallel or approximately parallel to each other.

[0056] The first motor 100A rotates the motor shaft 162 about the axis of the motor shaft 162 and rotates the second gear 167. The second motor 100B rotates the motor shaft 164 about the axis of the motor shaft 164 and rotates the third gear 168. The second gear 167 and the third gear 168 rotate, and the first gear 166 rotates. As a result, the first motor 100A transmits power to the drive shaft 152 based on the power supplied from the first battery 120A, and drives the main rotor system 30 and the tail rotor 180, and the second motor 100B transmits power to the drive shaft 152 based on the power supplied from the second battery 120B, and drives the main rotor system 30 and the tail rotor 180. At this time, the rotation direction 167A of the second gear 167 is the same as the rotation direction 168A of the third gear 168, and is different from the rotation direction 166A of the first gear 166. The rotation direction of each gear is the same as the rotation direction of the shaft connected to each gear. Note that the rotation direction shown in FIG. 4(A) is an example, and each rotation direction may be reversed.

[0057] 3, the arrangement of the motor unit 100 shown in FIG. 5(A) has a configuration in which the first motor 100A and the second motor 100B face each other with respect to the extension line of the drive shaft 152, are arranged in parallel, and are also arranged in parallel with the gear box 165. Furthermore, the arrangement of the motor unit 100 shown in FIG. 5(A) has a configuration in which the first motor 100A is connected to the motor shaft 162, the second motor 100B is connected to the motor shaft 164, and the first motor 100A and the second motor 100B are connected to the drive shaft 152 via the gear box 165, compared to the arrangement of the motor unit 100 shown in FIG. 2. Furthermore, the arrangement of the motor unit 100 shown in FIG. 5(A) has a configuration in which a portion related to the first motor 100A and a portion related to the second motor 100B are arranged in parallel with the drive shaft 152, compared to the arrangement of the motor unit 100 shown in FIG. 2.

[0058] In the arrangement of the motor unit 100 shown in Figure 5 (A), the configuration for connecting the motor unit 100 to the rear bulkhead 104 using the first mounting frame 107A, the second mounting frame 107B, the mounting plate 106, etc., and the configuration for supporting the first inverter 108A and the second inverter 108B, etc. are similar to the arrangement of the motor unit 100 shown in Figure 2, and therefore description thereof will be omitted here.

[0059] In electric rotorcraft 10 according to one embodiment of the present invention, first motor 100A and second motor 100B are arranged facing each other and in parallel, so that the transmission mechanism can be arranged parallel or approximately parallel to drive shaft 152. By using the configuration of electric rotorcraft 10 according to one embodiment of the present invention, it is possible to provide an electric rotorcraft in which the portion equivalent to the internal combustion engine of a conventional aircraft is replaced with a transmission mechanism that has been made compact in consideration of the balance of the aircraft. <3. Third embodiment>

[0060] Another configuration of the electric rotorcraft 10 according to an embodiment of the present invention will be described with reference to FIG. 4(B) and FIG. 5(B). FIG. 4(B) is a block diagram showing another configuration of the motor unit 100 according to an embodiment of the present invention. FIG. 5(B) is a perspective view showing the arrangement of the motor unit 100 shown in FIG. 4(B). The motor unit 100 shown in FIG. 4(B) is different from the motor unit 100 shown in FIG. 2 in that the first motor 100A and the second motor 100B are provided in parallel facing each other, and the first motor 100A and the second motor 100B are connected to the drive shaft 152 by gears. The motor unit 100 shown in FIG. 4(B) is also different from the motor unit 100 shown in FIG. 4(A) in that the parts related to the first motor 100A and the parts related to the second motor 100B are provided rotated by 90 degrees. Here, the parts different from the motor unit 100 shown in FIG. 4(B) and the motor unit 100 shown in FIG. 2 and FIG. 4(A) will be mainly described. The configuration of the motor unit 100 shown in Figures 4(B) and 5(B) is an example, and the configuration of the motor unit 100 is not limited to the configuration shown in Figures 4(B) and 5. Descriptions of configurations that are the same as or similar to those in Figures 1 to 4(A) and 5(A) may be omitted.

[0061] As shown in FIG. 4(B), in a rear view of the electric rotorcraft 10, the motor shaft 162 or the axial center of the motor shaft 162 is provided perpendicular or approximately perpendicular to the drive shaft 152 and the third axis (D3). Like the motor shaft 162 or the axial center of the motor shaft 162, the motor shaft 164 or the axial center of the motor shaft 164 is also provided perpendicular or approximately perpendicular to the drive shaft 152 and the third axis (D3). The first motor 100A and the second motor 100B are provided symmetrically or approximately symmetrically facing each other with respect to the drive shaft 152 and in parallel or approximately parallel. Furthermore, the second gear 167 and the third gear 168 are provided symmetrically or approximately symmetrically facing each other with respect to the drive shaft 152 and in parallel or approximately parallel.

[0062] The first motor 100A rotates the motor shaft 162 about the axial center of the motor shaft 162 and rotates the second gear 167. The second motor 100B rotates the motor shaft 164 about the axial center of the motor shaft 164 and rotates the third gear 168. At this time, the rotation direction 167B of the second gear 167 is opposite to the rotation direction 168B of the third gear 168. The second gear 167 and the third gear 168 rotate in opposite directions to each other, so that the first gear 166 rotates in a rotation direction 166B. The rotation direction of each gear is the same as the rotation direction of the shaft connected to each gear. Note that the rotation direction shown in FIG. 4(B) is an example, and each rotation direction may be opposite.

[0063] The above-described configurations of the first gear 166 and the third gear 168, and the first gear 166 and the second gear 167 are configured by combining configurations called bevel gears, bevel gears, spiral bevel gears, crown gears, etc. Also, the drive shaft 152 and the first gear 166 may be configured by a member called a worm gear, which is a cylindrical member provided with teeth with a screw groove formed in a helical shape, and the second gear 167 and the third gear 168 may be configured by a member called a worm wheel that is driven by meshing with the worm gear. The gear box 165 including the gears configured by combining these can obtain a reduced rotation speed based on the number of teeth with a screw groove formed in a helical shape without providing a multi-stage irregular gear, and can transmit a large power to the drive shaft 152.

[0064] The arrangement of the motor unit 100 shown in FIG. 5(B) has a configuration in which the first motor 100A and the second motor 100B face each other, are provided in parallel, and are provided symmetrically or approximately symmetrically with respect to the gear box 165, as compared with the arrangement of the motor unit 100 shown in FIG. 3. Furthermore, the arrangement of the motor unit 100 shown in FIG. 5(B) has a configuration in which the first motor 100A is connected to the motor shaft 162, the second motor 100B is connected to the motor shaft 164, and the first motor 100A and the second motor 100B are connected to the drive shaft 152 via the gear box 165, as compared with the arrangement of the motor unit 100 shown in FIG. 2. Furthermore, the arrangement of the motor unit 100 shown in FIG. 5(B) has a configuration in which the part related to the first motor 100A and the part related to the second motor 100B are provided rotated by 90 degrees with respect to the drive shaft 152, as compared with the arrangement of the motor unit 100 shown in FIG. 2.

[0065] In the arrangement of the motor unit 100 shown in Figure 5 (B), the configuration for connecting the motor unit 100 to the rear bulkhead 104 using the first mounting frame 107A, the second mounting frame 107B, the mounting plate 106, etc., and the configuration for supporting the first inverter 108A and the second inverter 108B are similar to the arrangement of the motor unit 100 shown in Figure 2, and therefore description thereof will be omitted here.

[0066] In the electric rotorcraft 10 according to one embodiment of the present invention, the first motor 100A and the second motor 100B are provided facing each other (opposingly) and in parallel, so that the transmission mechanism can be provided parallel or approximately parallel to the drive shaft 152. As a result, the counter torque of the motor rotation generated by the first motor 100A is suppressed by the counter torque of the motor rotation generated by the second motor 100B, and the counter torque of the motor rotation generated by the second motor 100B is suppressed by the counter torque of the motor rotation generated by the first motor 100A. For example, by suppressing the counter torque of the motor rotation, the torsional load acting on the mount plate 106 can be suppressed. As a result, in the electric rotorcraft 10 according to one embodiment of the present invention, the structural strength of the electric rotorcraft 10 can be reduced and the weight of the electric rotorcraft 10 can be reduced. In addition, the electric rotorcraft 10 according to one embodiment of the present invention can suppress noise generated by the cogging torque of the motor unit 100.

[0067] The above-described embodiments of the present invention or parts of the embodiments can be combined as appropriate as long as they are not mutually inconsistent.

[0068] Even if the effects and advantages brought about by the aspects of each of the above-mentioned embodiments are different from those brought about by the aspects of each of the above-mentioned embodiments, if they are clear from the description in this specification or can be easily predicted by a person skilled in the art, they will naturally be understood to be brought about by the present invention. [Explanation of symbols]

[0069] 10: electric rotorcraft, 20: electric rotorcraft body, 30: main rotor system, 40: extended tail, 100: motor section, 100A: first motor, 100B: second motor, 102A: first motor control device, 102B: second motor control device, 104: rear bulkhead, 105: one-way clutch, 106: mount plate (support member), 107A: first mount frame (support member), 107B: second mount frame (support member), 108A: first inverter, 108B: second inverter, 109: opening, 110A: first battery management system, 110B: second battery management system, 120A: first battery, 120B: second battery, 13 0: flight control device, 140: control device, 142: input device, 144: display device, 150: reducer, 152: drive shaft (power shaft), 153: motor shaft (first motor output shaft), 154: main rotor shaft (first output shaft), 156: tail rotor shaft (second output shaft), 160: main rotor, 162: motor shaft (second motor output shaft), 164: motor shaft (third motor output shaft), 165: gear box, 166: first gear, 167: second gear, 168: third gear, 166A, 166B, 167A, 167B, 168A, 168B: direction of rotation, 167: second gear, 168: third gear, 170: rotor blade (propeller), 180: tail rotor

Claims

1. An output shaft; a rotor system provided on the output shaft and rotatable about an axis of the output shaft; a power shaft that transmits power to the output shaft; A motor output shaft connected to the power shaft; a first motor for driving the rotor system and a second motor for driving the rotor system, the first motor and the second motor being connected in series using the motor output shaft; a first motor control device connected to the first motor and configured to control the first motor; a second motor controller connected to the second motor and the first motor controller for controlling the second motor; having the first motor control device and the second motor control device are provided on an opposite side to a side on which the rotor system is disposed with respect to the output shaft and the power shaft; the angle between the output shaft and the power shaft is an angle α; The angle α is equal to or greater than 120 degrees and equal to or less than 180 degrees. Electric helicopter.

2. The first motor and the second motor rotate the motor output shaft and the power shaft about an axial center of the power shaft to transmit power to the output shaft and drive the rotor system. The electric helicopter according to claim 1.

3. the first motor control device is configured to control the first motor so as to maintain a rotation speed of the first motor at a first rotation speed; The second motor control device is configured to control the second motor so as to maintain a rotation speed of the second motor at the first rotation speed. The electric helicopter according to claim 1.

4. a flight control device electrically connected to the first motor control device and the second motor control device; The flight control device transmits data of the first rotation speed to the first motor control device and the second motor control device; The first motor control device measures the rotation speed of the first motor and adjusts the rotation speed of the first motor to the first rotation speed; The second motor control device measures the rotation speed of the second motor and adjusts the rotation speed of the second motor to the first rotation speed. The electric helicopter according to claim 3.

5. a first battery electrically connected to the first motor controller and configured to provide power to the first motor and the first motor controller; a second battery electrically connected to the second motor controller and configured to power the second motor and the second motor controller; 4. The electric helicopter according to claim 3, further comprising:

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