Drive device, drive control device, and drive control program

Abstract

To provide a drive device and a drive control device in which respective loads on a plurality of motors can be reduced.SOLUTION: An EPU 50 includes a first DS 100 and a second DS 110. The first DS 100 includes a first motor 61 and a first inverter control unit 81. The second DS 110 includes a second motor 71 and a second inverter control unit 91. The first motor 61 and the second motor 71 are connected to a propeller 20 via an EPU shaft 51. The EPU shaft 51 drivingly rotates the propeller 20 according to outputs from the motors 61 and 71. The first inverter control unit 81 controls the first motor 61 so as to make the output from the first motor 61 and the output of the second motor 71 equal to each other. The second inverter control unit 91 controls the second motor 71 so as to make the output from the first motor 61 and the output of the second motor 71 equal to each other.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The disclosure in this specification relates to a drive unit 、 Drive control device and drive control program Regarding. [Background technology]

[0002] Patent Document 1 describes an electric aircraft that flies by rotating propellers. In this electric aircraft, multiple motors are provided for one propeller. The multiple motors are connected to the single propeller via a power shaft. This propeller rotates as the multiple motors are driven. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6233671 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in a configuration in which multiple motors drive and rotate a rotor such as a propeller, there is a concern that the load on the motors will increase if the motor outputs vary among the multiple motors. For example, the motor with the larger output of two motors is more likely to experience an increased electrical load. Also, the motor with the smaller output is more likely to experience an increased thermal load.

[0005] One object of the present disclosure is to provide a drive device capable of improving the safety of an electric flying object when an abnormality occurs in a flight motor. 、 Drive control device and drive control program The purpose of this project is to provide [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 objective, 1st to 6th The aspect is A drive device (50) is provided on a moving body (10) that moves due to rotation of a rotating body (20), and drives the rotating body to rotate the rotating body, a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization; an output shaft portion (51) that connects the rotor to the first motor and the second motor and rotates the rotor in response to the output of the first motor and the second motor; a motor control unit (81, 91, 190) that controls the first motor and the second motor, respectively, so that the output of the first motor and the output of the second motor are the same; A drive unit equipped with the above. In addition, the first aspect is a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; a command averaging unit (83a, 93a, 141, 151) that calculates an average of the first command output and the second command output as an average command (Tr1C, Tr2C, C1a, C2a); Equipped with The motor control unit is a drive device that controls each of the first motor and the second motor using the average command. In addition, the second aspect is a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; a common command unit (40) that calculates a common command (Sr1*, Sr2*, Tr*) as a common command value for the outputs of the first motor and the second motor; a first path (33A) that connects the first command unit and the common command unit so as to be able to communicate with each other; a second path (33B) that connects the second command unit and the common command unit so as to be able to communicate with each other; a direct path (55) that communicatively connects the first command unit and the second command unit without passing through the common command unit; Equipped with The first command unit calculates a first command output using the common command, The second command unit calculates a second command output using the common command, The motor control unit is a drive device that controls the first motor and the second motor using the first command output and the second command output, respectively. In addition, the third aspect is a first execution unit (S202) that causes the motor control unit to execute control of the first motor and the second motor so that the output of the first motor and the output of the second motor become the same; a second execution unit (S203) that causes the motor control unit to execute control of the first motor and the second motor so that an output difference is generated between the output of the first motor and the output of the second motor; an execution determination unit (S201) that determines whether the first execution unit or the second execution unit is to execute the control of the first motor and the second motor; A drive unit equipped with the above. In addition, the fourth aspect is The motor control unit a large stopping unit (S303, S312) that continues the supply of the smaller of the first motor current and the second motor current and stops the supply of the larger of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that continues supplying the larger of the first motor current and the second motor current and stops supplying the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; and The major stopping unit is a drive device that, when an abnormality occurs in the rotation of the rotating body, continues flowing of the smaller of the first motor current and the second motor current and stops flowing of the larger current before the minor stopping unit continues or stops flowing of current. In addition, the fifth aspect is The motor control unit a large stopping unit (S303, S312) that continues the supply of the smaller of the first motor current and the second motor current and stops the supply of the larger of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that continues supplying the larger of the first motor current and the second motor current and stops supplying the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; and The minor stopping unit is a drive device that continues to pass the larger of the first motor current and the second motor current and stops the passage of the smaller current when the abnormal rotation of the rotating body is not resolved even when the major stopping unit continues and stops the passage of current. In addition, the sixth aspect is The motor control unit a large stopping unit (S303, S312) that continues the supply of the smaller of the first motor current and the second motor current and stops the supply of the larger of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that continues supplying the larger of the first motor current and the second motor current and stops supplying the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; and The motor control unit This is a drive device having a double stop unit (S309, S318) that stops the flow of both the first motor current and the second motor current if the abnormal rotation of the rotating body is not resolved even when the large stop unit and the small stop unit continue and stop the flow of current, respectively.

[0008] According to the above drive device, the first motor and the second motor are controlled so that the output of the first motor and the output of the second motor are the same. In this configuration, a difference between the output of the first motor and the output of the second motor is unlikely to occur. Therefore, it is unlikely that the outputs of the first motor and the second motor are exchanged via the output shaft portion. Therefore, it is possible to suppress an increase in the electrical burden of the one with the larger output of the first motor and the second motor, and an increase in the thermal burden of the one with the smaller output. This makes it possible to reduce the burden on each of the first motor and the second motor.

[0009] Disclosed 7th to 12th The aspect is A drive control device (40, 81, 91) for controlling a drive device (50) that is provided on a moving body (10) that moves by rotation of a rotating body (20) and drives the rotating body to rotate, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, a first control unit (81) that controls the first motor so that the output of the first motor is equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; The drive control device is provided with the above. In addition, the seventh aspect is a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; a command averaging unit (83a, 93a, 141, 151) that calculates an average of the first command output and the second command output as an average command (Tr1C, Tr2C, C1a, C2a); Equipped with A drive control device that controls each of the first motor and the second motor using an average command. In addition, the eighth aspect is a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; a common command unit (40) that calculates a common command (Sr1*, Sr2*, Tr*) as a common command value for the outputs of the first motor and the second motor; Equipped with The first command unit calculates a first command output using the common command, The second command unit calculates a second command output using the common command, controlling the first motor and the second motor using the first command output and the second command output, respectively; The first command unit and the common command unit are communicatively connected to each other via a first path (33A); The second command unit and the common command unit are communicatively connected to each other via a second path (33B); The first command unit and the second command unit are a drive control device that are communicatively connected by a direct path (55) without passing through a common command unit. In addition, the ninth aspect is a first execution unit (S202) that executes control of the first motor and the second motor so that the output of the first motor and the output of the second motor become the same; a second execution unit (S203) that executes control of the first motor and the second motor so that an output difference is generated between the output of the first motor and the output of the second motor; an execution determination unit (S201) that determines whether the first execution unit or the second execution unit is to execute the control of the first motor and the second motor; The drive control device is provided with the above. In addition, the tenth aspect is moreover, a large stopping unit (S303, S312) that continues the supply of the smaller of the first motor current and the second motor current and stops the supply of the larger of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that continues supplying the larger of the first motor current and the second motor current and stops supplying the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of The major stopping unit is a drive control device that, when an abnormality occurs in the rotation of the rotating body, continues flow of the smaller of the first motor current and the second motor current and stops flow of the larger current before the minor stopping unit continues or stops flow of current. In addition, the eleventh aspect is moreover, a large stopping unit (S303, S312) that continues the supply of the smaller of the first motor current and the second motor current and stops the supply of the larger of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that continues supplying the larger of the first motor current and the second motor current and stops supplying the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of The minor stopping unit is a drive control device that continues to pass the larger of the first motor current and the second motor current and stops the passage of the smaller current when the abnormal rotation of the rotating body is not resolved even when the major stopping unit continues and stops the passage of current. In addition, the twelfth aspect is moreover, a large stopping unit (S303, S312) that continues the supply of the smaller of the first motor current and the second motor current and stops the supply of the larger of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that continues supplying the larger of the first motor current and the second motor current and stops supplying the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of In addition, This drive control device is equipped with a double stop unit (S309, S318) that stops the flow of both the first motor current and the second motor current if the abnormal rotation of the rotating body is not resolved even when the large stop unit and the small stop unit continue and stop the flow of current, respectively.

[0010] According to the drive control device, like the drive device, it is possible to reduce the load on each of the first motor and the second motor. The thirteenth to eighteenth aspects disclosed herein are A drive control program for controlling a drive device (50) provided in a movable body (10) that moves by rotation of a rotating body (20) and that drives the rotating body to rotate, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one of the processors (40a, 81a, 91a) Controlling (81) the first motor so that the output of the first motor is equal to the output of the second motor; This is a drive control program that controls the second motor so that the output of the second motor is equal to the output of the first motor (91). In addition, the thirteenth aspect is At least one of the processors (40a, 81a, 91a) A first command output (Tr1*) is calculated as a command value for the output of the first motor (82); A second command output (Tr2*) is calculated as a command value for the output of the second motor (92); The average of the first command output and the second command output is calculated as an average command (Tr1C, Tr2C, C1a, C2a), This is a drive control program that controls each of the first motor and the second motor using an average command. In addition, the fourteenth aspect is At least one of the processors (40a, 81a, 91a) A first command unit (82) calculates a first command output (Tr1*) as a command value for an output of the first motor, a second command unit (92) calculates a second command output (Tr2*) as a command value for the output of the second motor; a common command unit (40) calculates a common command (Sr1*, Sr2*, Tr*) as a common command value for the output of the first motor and the second motor; Calculate the first command output using the common command, Calculate the second command output using the common command, controlling a first motor and a second motor using the first command output and the second command output, respectively; The first command unit and the common command unit are communicatively connected to each other via a first path (33A); The second command unit and the common command unit are communicatively connected to each other via a second path (33B); The first command section and the second command section are drive control programs that are communicatively connected via a direct path (55) without passing through a common command section. In addition, the fifteenth aspect is At least one of the processors (40a, 81a, 91a) A first execution process (S202) is performed to control the first motor and the second motor so that the output of the first motor and the output of the second motor are the same; A second execution process (S203) is performed to execute control of the first motor and the second motor so that an output difference is generated between the output of the first motor and the output of the second motor; This is a drive control program that determines whether the first execution process or the second execution process is to execute the control of the first motor and the second motor (S201). In addition, the sixteenth aspect is At least one of the processors (40a, 81a, 91a) a major stop process (S303, S312) in which, when the rotation of the rotating body is abnormal and the motor current difference (Ic, Ic1, Ic2) between the first motor current (Im1) flowing through the first motor and the second motor current (Im2) flowing through the second motor is abnormal, the smaller of the first motor current and the second motor current is continued to flow and the larger of the two currents is stopped; a minor stop process (S306, S315) for continuing the supply of the larger of the first motor current and the second motor current and stopping the supply of the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of the following can be performed: The major stop processing is a drive control program that, when an abnormality occurs in the rotation of the rotating body, continues the flow of the smaller of the first motor current and the second motor current and stops the flow of the larger current before continuing and stopping the flow of current through the minor stop processing. In addition, the seventeenth aspect is At least one of the processors (40a, 81a, 91a) a major stop process (S303, S312) in which, when the rotation of the rotating body is abnormal and the motor current difference (Ic, Ic1, Ic2) between the first motor current (Im1) flowing through the first motor and the second motor current (Im2) flowing through the second motor is abnormal, the smaller of the first motor current and the second motor current is continued to flow and the larger of the two currents is stopped; a minor stop process (S306, S315) for continuing the supply of the larger of the first motor current and the second motor current and stopping the supply of the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of the following can be performed: The minor stop processing is a drive control program that continues the flow of the larger of the first motor current and the second motor current and stops the flow of the smaller current if the abnormal rotation of the rotating body is not resolved even after the continuation and stopping of current flow by the major stop processing. In addition, the eighteenth aspect is At least one of the processors (40a, 81a, 91a) a major stop process (S303, S312) in which, when the rotation of the rotating body is abnormal and the motor current difference (Ic, Ic1, Ic2) between the first motor current (Im1) flowing through the first motor and the second motor current (Im2) flowing through the second motor is abnormal, the smaller of the first motor current and the second motor current is continued to flow and the larger of the two currents is stopped; a minor stop process (S306, S315) for continuing the supply of the larger of the first motor current and the second motor current and stopping the supply of the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of the following can be performed: This is a drive control program that stops the flow of both the first motor current and the second motor current (S309, S318) if the abnormal rotation of the rotating body is not resolved even after the current flow is continued and stopped by the major stop processing and the minor stop processing, respectively. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram showing the configuration of an eVTOL in a first embodiment. [Diagram 2] FIG. 2 is a diagram showing the configuration of the power path of the flight system. [Diagram 3] Schematic perspective view of an EPU. [Figure 4] Block diagram showing the electrical configuration of eVTOL. [Diagram 5] FIG. 4 is a block diagram showing the electrical configuration of a first DS and a second DS. [Figure 6]FIG. 2 is a block diagram showing the electrical configuration of a first inverter control unit and a second inverter control unit. [Figure 7] 4 is a flowchart showing a procedure for flight control processing. [Figure 8] FIG. 11 is a schematic perspective view of an EPU according to a second embodiment. [Figure 9] Block diagram showing the electrical configuration of eVTOL. [Figure 10] FIG. 13 is a block diagram showing the electrical configuration of a first DS and a second DS in a third embodiment. [Figure 11] FIG. 13 is a block diagram showing the electrical configuration of a first DS and a second DS in the fourth embodiment. [Figure 12] FIG. 13 is a block diagram showing the electrical configuration of a first DS and a second DS in the fifth embodiment. [Figure 13] FIG. 23 is a block diagram showing the electrical configuration of a first DS and a second DS in the sixth embodiment. [Figure 14] FIG. 23 is a block diagram showing the electrical configuration of a first DS and a second DS in the seventh embodiment. [Figure 15] FIG. 23 is a block diagram showing the electrical configuration of a first inverter control unit and a second inverter control unit in the eighth embodiment. [Figure 16] FIG. 13 is a block diagram showing the electrical configuration of a first inverter control unit and a second inverter control unit in a ninth embodiment. [Figure 17] FIG. 23 is a block diagram showing the electrical configuration of a first inverter control unit and a second inverter control unit in a tenth embodiment. [Figure 18] 23 is a flowchart showing the procedure of flight control processing in the eleventh embodiment. [Figure 19] FIG. 23 is a diagram showing the electrical configuration of a common DS in the twelfth embodiment. [Figure 20] FIG. 4 is a block diagram showing the electrical configuration of a current sum control unit. [Figure 21] FIG. 4 is a block diagram showing the electrical configuration of a current sum control unit and a current difference control unit. [Figure 22] 23 is a flowchart showing the procedure of flight control processing in a thirteenth embodiment. [Figure 23] 23 is a flowchart showing the procedure of flight control processing in a fourteenth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] 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.

[0013] First Embodiment The flight 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. 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 members of the eVTOL 10 include a pilot as a pilot and a maneuverer. The flight system 30 is a system that drives the eVTOL 10 to fly. The flight system 30 may be referred to as a propulsion system.

[0014] 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 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 a main wing, a tail wing, etc.

[0015] In the eVTOL 10, the airframe main body 12 extends along a roll axis AX. In the eVTOL 10, the roll axis AX extends in the front-to-rear direction of the airframe 11, the pitch axis AY extends in the width direction of the airframe 11, and the yaw axis AZ extends in the up-down direction of the airframe 11. The roll axis AX, pitch axis AY, and yaw axis AZ are mutually perpendicular and all pass through the center of gravity Gp of the airframe. The center of gravity Gp of the airframe is the center of gravity of the eVTOL 10, for example, the center of gravity of the eVTOL 10 at empty weight.

[0016] 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 four 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. Note that the force generated when the eVTOL 10 ascends is sometimes referred to as thrust. The propellers 20 are also sometimes referred to as rotors and rotors.

[0017] The propeller 20 has, for example, 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. The propeller shaft is sometimes called a propeller shaft.

[0018] The flight modes of the eVTOL10 include vertical takeoff, vertical landing, cruising, hovering, and the like. The eVTOL10 can take off from a takeoff point by ascending vertically without running as a vertical takeoff. The eVTOL10 can land at a landing point without running as a vertical landing by descending vertically. The eVTOL10 can fly so as to move horizontally as a cruise. The eVTOL10 can fly so as to stop at a predetermined position in the air as a hover.

[0019] The multiple propellers 20 include a lift propeller 21 and a cruise propeller 22. The lift propeller 21 is provided with a propeller axis extending in the vertical direction. The lift propeller 21 can generate lift for the eVTOL 10. The eVTOL 10 can ascend, descend, hover, and the like by the driving rotation of the lift propeller 21. The cruise propeller 22 is provided with a propeller axis extending in the front-rear direction. The cruise propeller 22 can generate thrust for the eVTOL 10. The eVTOL 10 can cruise, and the like by the driving rotation of the cruise propeller 22.

[0020] The eVTOL 10 may be a tilt rotor aircraft. In the tilt rotor aircraft, the tilt angle of the propeller 20 is adjustable. In the tilt rotor aircraft, one propeller 20 can function as both a lift propeller and a cruise propeller.

[0021] The eVTOL 10 has an EPU 50. The EPU 50 is a device that drives the propeller 20 to rotate, and corresponds to a drive device. EPU is an abbreviation for Electric Propulsion Unit. The EPU 50 may be 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.

[0022] The propeller 20 rotates in accordance with the drive of the EPU 50. The propeller 20 corresponds to a rotating body. The eVTOL 10 flies due to the rotation of the propeller 20. In other words, the eVTOL 10 moves due to the rotation of the propeller 20. The eVTOL 10 corresponds to a moving body.

[0023] 2, the EPU 50 has a plurality of motor devices and inverter devices. The EPU 50 has a first motor device 60 and a second motor device 70. The first motor device 60 has a first motor 61, and the second motor device 70 has a second motor 71. In the motor devices 60 and 70, the motors 61 and 71 are housed in a motor housing.

[0024] The motors 61, 71 are multi-phase AC motors, for example, three-phase AC rotating electric machines. The motors 61, 71 are flight drive sources for the eVTOL 10, and function as electric motors. The motors 61, 71 can fly the eVTOL 10 by driving and rotating the propeller 20. The motors 61, 71 are flight motors for flying the eVTOL 10. The EPU 50 drives and rotates the propeller 20 by driving the motors 61, 71. For example, brushless motors are used as the motors 61, 71.

[0025] The motors 61, 71 have a motor stator and a motor rotor 63, 73. The motors 61, 71 have motor coils 62, 72. The motor coils 62, 72 are included in the motor stators of the motors 61, 71. The motor coils 62, 72 are multi-phase coils. The motor coils 62, 72 are instrumented in a stator core of the motor stator, and each is a single system winding. In this embodiment, the motors 61, 71 are three-phase motors, and the motor coils 62, 72 are three-phase coils.

[0026] The motor rotors 63, 73 rotate relative to the motor stator and motor coils 62, 72. The first motor 61 has a first motor coil 62 and a first motor rotor 63. The first motor rotor 63 rotates relative to the first motor coil 62. The first motor rotor 63 rotates when current is applied to the first motor coil 62. The second motor 71 has a second motor coil 72 and a second motor rotor 73. The second motor rotor 73 rotates relative to the second motor coil 72. The second motor rotor 73 rotates when current is applied to the second motor coil 72.

[0027] As shown in Fig. 3, the motors 61, 71 have motor shafts 65, 75. The first motor 61 has a first motor shaft 65, and the second motor 71 has a second motor shaft 75. The first motor shaft 65 is connected to the first motor rotor 63 and rotates together with the first motor rotor 63. The second motor shaft 75 is connected to the second motor rotor 73 and rotates together with the second motor rotor 73. The motor devices 60, 70 are capable of driving and rotating the propeller 20 in conjunction with the driving of the motors 61, 71.

[0028] In the first motor device 60, the first motor shaft 65 rotates about the first motor axis Cm1. The first motor shaft 65 rotates according to the output of the first motor 61. In the second motor device 70, the second motor shaft 75 rotates about the second motor axis Cm2. The second motor shaft 75 rotates according to the output of the second motor 71. The output of the motors 61, 71 is sometimes referred to as the motor output. The motor axes Cm1, Cm2 are the center lines of the motors 61, 71. The motor axes Cm1, Cm2 are, for example, the center lines of the motor shafts 65, 75. The motor axes Cm1, Cm2 extend in the axial direction AD. With respect to the motor axes Cm1, Cm2, the axial direction AD, the radial direction RD, and the circumferential direction CD are mutually perpendicular. The motor shafts 65, 75 rotate in the circumferential direction CD.

[0029] The EPU 50 has a first inverter device 80 and a second inverter device 90. The first inverter device 80 has a first inverter circuit 85, and the second inverter device 90 has a second inverter circuit 95. In the inverter devices 80, 90, the inverter circuits 85, 95 are housed in an inverter housing. The inverter circuits 85, 95 are sometimes referred to as power circuits.

[0030] The inverter circuits 85, 95 drive the motors 61, 71. The first inverter circuit 85 drives the first motor 61, and the second inverter circuit 95 drives the second motor 71. The inverter circuits 85, 95 convert the power supplied to the motors 61, 71 to drive the motors 61, 71. The inverter circuits 85, 95 convert the power supplied to the motors 61, 71 from DC to AC. The inverter circuits 85, 95 are power conversion units that convert power. The inverter circuits 85, 95 are multi-phase power conversion units that perform power conversion for each of the multiple phases. The inverter circuits 85, 95 are sometimes referred to as inverters. In this embodiment, a three-phase inverter is used as the inverter circuits 85, 95. The motors 61, 71 are driven according to the voltage and current supplied from the inverter circuits 85, 95.

[0031] 2, the first propeller 20A is indicated as PP1, the second propeller 20B as PP2, the first battery 31A as BAT1, and the second battery 31B as BAT2. The first motor 61 is indicated as MOT1, the first motor coil 62 as Coil1, and the first inverter circuit 85 as INV1. The second motor 71 is indicated as MOT2, the second motor coil 72 as Coil2, and the second inverter circuit 95 as INV2.

[0032] As shown in FIG. 3, the EPU 50 has a first DS 100 and a second DS 110. The first DS 100 has a first motor device 60 and a first inverter device 80. In the first DS 100, the first motor device 60 and the first inverter device 80 are arranged in the axial direction AD along the first motor axis Cm1. The first motor device 60 and the first inverter device 80 are formed in a cylindrical shape and extend in the axial direction AD. In the first DS 100, the first motor device 60 and the first inverter device 80 are fixed to each other. The first DS 100 may be referred to as a first motor unit.

[0033] The second DS110 has a second motor device 70 and a second inverter device 90. In the second DS110, the second motor device 70 and the second inverter device 90 are arranged in the axial direction AD along the second motor axis Cm2. The second motor device 70 and the second inverter device 90 are formed in a cylindrical shape and extend in the axial direction AD. In the second DS110, the second motor device 70 and the second inverter device 90 are fixed to each other. The second DS110 may be referred to as a second motor unit.

[0034] The EPU 50 has an EPU shaft 51 and a gear 53. The EPU shaft 51 connects the motor shafts 65, 75 and the propeller 20 via the gear 53. The EPU shaft 51 rotates around an EPU axis line Cepu. The EPU axis line Cepu is the center line of the EPU shaft 51. The EPU axis line Cepu extends in the axial direction AD. The EPU shaft 51 rotates in conjunction with the rotation of the motor shafts 65, 75. The EPU shaft 51 rotates according to the output of the motors 61, 71. The EPU shaft 51 is connected to the propeller 20. The EPU shaft 51 rotates the propeller 20 according to the output of the motors 61, 71. The EPU shaft 51 corresponds to an output shaft portion. The EPU shaft 51 is sometimes referred to as a gear output shaft.

[0035] The gear 53 mechanically connects the motor shafts 65, 75 and the EPU shaft 51. The gear 53 transmits the rotation of the motor shafts 65, 75 to the EPU shaft 51. The gear 53 has a reducer. The gear 53 can set a reduction ratio so that the propeller rotation is smaller than the motor rotation. The propeller rotation is the rotation speed of the propeller 20, and the motor rotation is the rotation speed of the motors 61, 71. For example, the gear 53 sets a reduction ratio so that the EPU shaft 51 is decelerated relative to the motor shafts 65, 75. The gear 53 can change the reduction ratio in at least two stages. The gear 53 may be referred to as a speed change gear and a gear box. Note that the gear 53 may be capable of changing the reduction ratio by infinitely variable speed.

[0036] The first DS 100 and the second DS 110 are aligned in the axial direction AD along the EPU axis Cepu. The first motor axis Cm1, the second motor axis Cm2, and the EPU axis Cepu are aligned in the axial direction AD and coincide with each other. The first motor shaft 65 and the second motor shaft 75 are aligned in the axial direction AD and are connected to each other. The first DS 100 and the second DS 110 are fixed to each other. The gear 53 is aligned in the axial direction AD along the EPU axis Cepu with respect to the DSs 100 and 110. The gear 53 is fixed to one of the first DS 100 and the second DS 110. The gear 53 connects one of the first motor shaft 65 and the second motor shaft 75 to the EPU shaft 51.

[0037] As shown in FIG. 2, the eVTOL 10 has a battery 31 and a power path 32. The battery 31 is connected to the EPU 50 via the power path 32 so as to be electrically connected thereto. The battery 31 supplies power to the EPU 50. The battery 31 may be referred to as a power supply unit and a power supply unit. The battery 31 supplies power to the motors 61, 71 via inverter circuits 85, 95. The battery 31 is a DC voltage source that applies a DC voltage to the inverter circuits 85, 95. 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. 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. The battery 31 is a power storage device that can store power.

[0038] The power path 32 is a path that supplies power from the battery 31 to the EPU 50. The power path 32 is formed by a power cable or the like. The power path 32 electrically connects the battery 31 and the motors 61, 71 via the inverter circuits 85, 95.

[0039] The eVTOL 10 is provided with a plurality of batteries 31 and power paths 32. The plurality of batteries 31 include a first battery 31A and a second battery 31B. The plurality of power paths 32 include a first power path 32A and a second power path 32B. The first battery 31A is electrically connected to the first inverter circuit 85 and the first motor 61 by the first power path 32A. The second battery 31B is electrically connected to the second inverter circuit 95 and the second motor 71 by the second power path 32B.

[0040] The multiple EPUs 50 include a first EPU 50A and a second EPU 50B. The first EPU 50A drives and rotates the first propeller 20A. The second EPU 50B drives and rotates the second propeller 20B. The first propeller 20A and the second propeller 20B are included in the multiple propellers 20.

[0041] The first battery 31A supplies power to a first inverter circuit 85 and a first motor 61 in each of the first EPU 50A and the second EPU 50B. In each of the first EPU 50A and the second EPU 50B, the first inverter circuit 85 and the first motor 61 are electrically connected to the first battery 31A via a first power path 32A. The second battery 31B supplies power to a second inverter circuit 95 and a second motor 71 in each of the first EPU 50A and the second EPU 50B. In each of the first EPU 50A and the second EPU 50B, the second inverter circuit 95 and the second motor 71 are electrically connected to the second battery 31B via a second power path 32B.

[0042] 4, the EPU 50 has a first clutch 105 and a second clutch 115. The clutches 105, 115 are capable of blocking the transmission of rotation of the motors 61, 71 to the propeller 20. The clutches 105, 115 are provided on, for example, the motor shafts 65, 75. The clutches 105, 115 are capable of blocking the transmission of rotation of the motor rotors 63, 73 to the motor shafts 65, 75.

[0043] The clutches 105, 115 can be switched between a transmission state and a disconnection state. When the clutches 105, 115 are in the transmission state, the driving force of the motors 61, 71 is transmitted to the EPU shaft 51. In this case, the EPU shaft 51 and the propeller 20 are driven to rotate by the driving force of the motors 61, 71. The driving force is determined according to the output of the motors 61, 71. When the clutches 105, 115 are in the disconnection state, the driving force of the motors 61, 71 is not transmitted to the EPU shaft 51. In this case, the clutch idling causes the EPU shaft 51 and the propeller 20 not to rotate by the driving force of the motors 61, 71. The clutch idling is when the clutches 105, 115 idling. When the clutch idling occurs, the motors 61, 71 are in an idling state relative to the EPU shaft 51. The clutches 105, 115 have, for example, a one-way clutch. The clutches 105, 115 may have an electromagnetic clutch or the like.

[0044] The first clutch 105 is included in the first DS 100, and the second clutch 115 is included in the second DS 110. When the output difference between the first motor 61 and the second motor 71 is larger than the allowable range, the driving force of the one of the first motor 61 and the second motor 71 having the larger output is transmitted to the EPU shaft 51, and the driving force of the one having the smaller output is not transmitted to the EPU shaft 51. For example, when the output of the first motor 61 is larger than the output of the second motor 71 and the output difference exceeds the allowable range, the first clutch 105 is in a transmitted state, and the second clutch 115 is in a disengaged state.

[0045] When the output difference between the first motor 61 and the second motor 71 is within the allowable range, the EPU shaft 51 is driven to rotate according to the output of each of the first motor 61 and the second motor 71. The output of the motors 61, 71 is, for example, the torque, the amount of work, and the rotation speed of the motors 61, 71. The output of the motors 61, 71 is calculated using at least one of the motor rotation speed, the motor current, the motor voltage, and the motor temperature. The motor rotation speed, the motor current, the motor voltage, and the motor temperature are the rotation speed, the current, the voltage, and the temperature of the motors 61, 71. In the EPU 50, for example, torque is used as the output of the motors 61, 71.

[0046] An example of a case in which the output difference between the first motor 61 and the second motor 71 is larger than the allowable range is when the speed difference between the first motor 61 and the second motor 71 is larger than the allowable range. The speed difference is the difference between the rotation speed of the first motor 61 and the rotation speed of the second motor 71. When the speed difference is larger than the allowable range, the motor having the slower speed out of the first motor 61 and the second motor 71 rotates idly due to clutch idling.

[0047] The EPU 50 has a first cooling section 101 and a second cooling section 111. The cooling sections 101, 111 are capable of cooling the EPU 50. The first cooling section 101 is included in the first DS 100, and the second cooling section 111 is included in the second DS 110. The cooling sections 101, 111 include cooling fins, cooling devices, and the like. The cooling fins are heat dissipation fins that dissipate heat from the EPU 50 to the outside air. The cooling fins protrude, for example, in a fin-like shape from the outer surface of the EPU 50. The cooling fins are a cooling mechanism that realizes the cooling sections 101, 111 of an air-cooling type. The cooling device is a device that dissipates heat from the EPU 50 to the outside by a refrigerant such as cooling water. The cooling device is a cooling mechanism that realizes the cooling sections 101, 111 of a liquid-cooling type.

[0048] The eVTOL 10 has a master ECU 40. The master ECU 40 performs flight control for flying the eVTOL 10. The master ECU 40 performs master control of various devices such as the EPU 50 mounted on the eVTOL 10. The flight control includes EPU control for driving the EPU 50. The EPU control is sometimes referred to as drive control. The EPU control includes motor control for driving the motors 61, 71. ECU is an abbreviation for Electronic Control Unit. The master ECU 40 is sometimes referred to as a flight control device.

[0049] The master ECU 40 is mainly composed of a computer. This computer has a processor 40a, a memory 40b, an input / output interface, a bus connecting these, etc. The master ECU 40 executes various processes such as flight control process for flight control by executing a control program stored in the memory 40b by the processor 40a.

[0050] The processor 40a is hardware for arithmetic processing coupled to the memory 40b. The processor 40a executes various processes such as flight control processing by accessing the memory 40b. The memory 40b is a storage medium that stores a control program and the like. For example, the memory 40b 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 memory 40b stores a control program for performing flight control and the like. The control program for the processor 40a to control the EPU 50 corresponds to a drive control program.

[0051] The central ECU 40 has a central control unit 41. The central control unit 41 controls the EPU 50. The central control unit 41 centrally controls the operation of the multiple EPUs 50. The central control unit 41 centralizes the motor control performed by each of the multiple EPUs 50. The central control unit 41 is sometimes referred to as an integrated control unit. The central control unit 41 is a function that executes EPU control and motor control in the central ECU 40, and is a functional block.

[0052] The EPU 50 has a first inverter control unit 81 and a second inverter control unit 91. The inverter control units 81 and 91 control the motors 61 and 71 via the inverter circuits 85 and 95. The inverter control units 81 and 91 perform motor control by performing inverter control. The inverter control is control for driving the inverter circuits 85 and 95. The inverter control units 81 and 91 use detection results of various sensors for motor control. The first inverter control unit 81 is included in the first DS 100, and the second inverter control unit 91 is included in the second DS 110. For example, the first inverter control unit 81 is included in the first inverter device 80, and the second inverter control unit 91 is included in the second inverter device 90. The first inverter control unit 81 corresponds to the motor control unit and the first control unit. The second inverter control unit 91 corresponds to the motor control unit and the second control unit.

[0053] The inverter control units 81, 91 are, for example, ECUs. The inverter control units 81, 91 are mainly configured with a computer. This computer has a processor 81a, 91a, a memory 81b, 91b, an input / output interface, a bus connecting these, etc. The inverter control units 81, 91 execute various processes for motor control, EPU control, etc. by executing a control program stored in the memory 81b, 91b by the processor 81a, 91a.

[0054] The processors 81a, 91a are hardware for arithmetic processing coupled to the memories 81b, 91b. The processors 81a, 91a execute various processes such as flight control processing by accessing the memories 81b, 91b. The memories 81b, 91b are storage media that store control programs and the like. For example, the memories 81b, 91b are non-transient substantial storage media that non-temporarily store computer-readable programs and data. The memories 81b, 91b store control programs for flight control and the like. The control programs that the processors 81a, 91a use to control the EPU 50 correspond to drive control programs.

[0055] The eVTOL 10 has a centralized path 33. The centralized path 33 is a communication path and may be referred to as a communication bus. The centralized path 33 connects the centralized ECU 40 and the EPU 50 so that they can communicate with each other. The centralized ECU 40 and the EPU 50 transmit and receive various signals and various information through the centralized path 33. The centralized path 33 is formed by a communication cable or the like. The centralized ECU 40 and the EPU 50 are connected by a plurality of centralized paths 33. The plurality of centralized paths 33 include a first centralized path 33A and a second centralized path 33B. The first centralized path 33A connects the centralized control unit 41 and the first inverter control unit 81 so that they can communicate with each other. The second centralized path 33B connects the centralized control unit 41 and the second inverter control unit 91 so that they can communicate with each other. The first centralized path 33A corresponds to the first path, and the second centralized path 33B corresponds to the second path.

[0056] The EPU 50 has an EPU path 55. The EPU path 55 is a communication path and may be referred to as a communication bus. The EPU path 55 communicatively connects the first DS 100 and the second DS 110. The EPU path 55 communicatively connects, for example, the first inverter control unit 81 and the second inverter control unit 91. The first inverter control unit 81 and the second inverter control unit 91 transmit and receive various signals and various information via the EPU path 55. The EPU path 55 is formed by a communication cable or the like. The EPU path 55 is provided inside the EPU 50. The EPU path 55 extends so as to span the first DS 100 and the second DS 110 in the axial direction AD. For example, the EPU path 55 spans the first inverter device 80 and the second inverter device 90 so as to straddle one of the first motor device 60 and the second motor device 70.

[0057] The EPU path 55 directly connects the first inverter control unit 81 and the second inverter control unit 91 without passing through the supervisor ECU 40. The EPU path 55 corresponds to a direct path. For example, the path length of the EPU path 55 is shorter than a configuration in which the EPU path 55 connects the first inverter control unit 81 and the second inverter control unit 91 via the supervisor ECU 40. Therefore, it is easy to shorten the time required for communication between the first inverter control unit 81 and the second inverter control unit 91.

[0058] The DS100, 110 have a direct interface. The direct interface is an interface for directly transmitting and receiving status-related data between the first inverter control unit 81 and the second inverter control unit 91. The direct interface of the first DS100 and the direct interface of the second DS110 are communicatively connected by an EPU path 55. The status-related data is data related to the status of the DS100, 110. The status-related data includes motor information, output commands, etc., which will be described later.

[0059] In the eVTOL 10, the master ECU 40 and inverter control units 81, 91 perform flight control, EPU control, motor control, etc. The master ECU 40 outputs a command signal to the inverter control units 81, 91. The inverter control units 81, 91 control the motors 61, 71 in response to the command signal from the master ECU 40. The command signal includes a command value and a target value for the output of the motors 61, 71. The command signal is calculated in response to the manner in which the pilot operates the control unit. The control unit is an object to be operated, such as a control lever operated by the pilot. The master ECU 40 and the inverter control units 81, 91 correspond to a drive control device.

[0060] In FIG. 4, the general ECU 40 is illustrated as ECU, the general control unit 41 as FCD, the processor 40a as PRO, and the memory 40b as MEM. The first DS 100 is illustrated as DS1, the second DS 110, the gear 53 as Gear, and the propeller 20 as PP. In the first DS 100, the first inverter device 80 is illustrated as INVD1, the first inverter control unit 81 as ICD1, the processor 81a as PRO, and the memory 81b as MEM. The first motor device 60 is illustrated as MOT1, the first motor coil 62 as Coil1, the first cooling unit 101 as CU1, and the first clutch 105 as CL1. In the second DS 110, the second inverter device 90 is illustrated as INVD2, the second inverter control unit 91 as ICD2, the processor 91a as PRO, and the memory 91b as MEM. In the drawings, the second motor device 70 is indicated as MOT2, the second motor coil 72 as Coil2, the second cooling section 111 as CU2, and the second clutch 115 as CL2.

[0061] As shown in FIG. 5, the eVTOL 10 has a first rotation sensor 64, a second rotation sensor 74, a first current sensor 86, and a second current sensor 96 as various sensors. The rotation sensors 64, 74 detect the rotation speed of the motors 61, 71 as the motor rotation speed. The rotation sensors 64, 74 include, for example, an encoder and a resolver. The first rotation sensor 64 is included in the first DS 100 and detects the motor rotation speed of the first motor 61. The second rotation sensor 74 is included in the second DS 110 and detects the motor rotation speed of the second motor 71. The rotation sensors 64, 74 detect the rotation state of the motor shafts 65, 75 by detecting the rotation state of the motors 61, 71.

[0062] The current sensors 86, 96 detect the current flowing through the motors 61, 71. The current sensors 86, 96 detect the current for each of the multiple phases, for example. The first current sensor 86 is included in the first DS 100 and detects the current of the first motor 61. The first current sensor 86 detects the current flowing between the first inverter circuit 85 and the first motor 61, for example, in the first power path 32A. The second current sensor 96 is included in the second DS 110 and detects the current of the second motor 71. The second current sensor 96 detects the current flowing between the second inverter circuit 95 and the second motor 71, for example, in the second power path 32B.

[0063] The first rotation sensor 64 and the first current sensor 86 are communicatively connected to the first inverter control unit 81 and output detection signals to the first inverter control unit 81. The second rotation sensor 74 and the second current sensor 96 are communicatively connected to the second inverter control unit 91 and output detection signals to the second inverter control unit 91. The rotation sensors 64, 74 and the current sensors 86, 96 are communicatively connected to the supervisory ECU 40 via the inverter control units 81, 91.

[0064] The inverter control units 81 and 91 have a function for performing motor control. The first inverter control unit 81 has, as functional blocks, a first speed control unit 82, a first current command unit 83, and a first current control unit 84. The second inverter control unit 91 has, as functional blocks, a second speed control unit 92, a second current command unit 93, and a second current control unit 94.

[0065] 5, the first current sensor 86 is illustrated as CS1, the second current sensor 96 as CS2, the first rotation sensor 64 as RS1, and the second rotation sensor 74 as RS2. The first speed control unit 82 is illustrated as SCU1, the first current command unit 83 as CCU1, and the first current control unit 84 as FBU1. The second speed control unit 92 is illustrated as SCU2, the second current command unit 93 as CCU2, and the second current control unit 94 as FBU2.

[0066] First, motor control in the first DS 100 will be described. The supervisory ECU 40 outputs a first command speed Sr1* as a command signal to the first speed control unit 82. The first command speed Sr1* is a command value for the rotation speed of the first motor 61. The rotation speed is the number of motor rotations per unit time. The first command speed Sr1* is a command value for the output of the first motor 61. The supervisory ECU 40 calculates the first command speed Sr1* according to the pilot's operation mode of the operation unit, etc. The first command speed Sr1* is calculated by the supervisory control unit 41. The first command speed Sr1* is input from the supervisory ECU 40 to the first speed control unit 82 via the first supervisory path 33A.

[0067] The first rotation sensor 64 detects the state of the first motor 61 by detecting the number of rotations of the first motor 61. The first rotation sensor 64 corresponds to a first detection unit. The first rotation sensor 64 outputs a first motor speed Sr1 to the first speed control unit 82. The first motor speed Sr1 is a detection result of the first rotation sensor 64, and is a detection value indicating the rotation speed of the first motor 61. The first motor speed Sr1 is information indicating the state of the first motor 61. The first motor speed Sr1 is included in the detection signal of the first rotation sensor 64. The first speed control unit 82 acquires the first motor speed Sr1. The first motor speed Sr1 corresponds to first motor information, and the first speed control unit 82 corresponds to a first information acquisition unit. The first motor information is a value related to the state of the first motor 61, and may be referred to as a first state-related value.

[0068] The first speed control unit 82 performs speed control by feedback control or the like. The first speed control unit 82 controls the rotation speed of the first motor 61 as speed control. The first command speed Sr1* and the first motor speed Sr1 are input to the first speed control unit 82. The first speed control unit 82 calculates the first command torque Tr1* using the first command speed Sr1* and the first motor speed Sr1. The first speed control unit 82 calculates the first command torque Tr1*, for example, so that the first motor speed Sr1 becomes the first command speed Sr1*. The first command torque Tr1* is a command value for the torque of the first motor 61. The first command torque Tr1* is a command value for the output of the first motor 61, and corresponds to a first command output. The first command output is a value related to the state of the first motor 61, and may be referred to as a first state-related value. The first speed control unit 82 corresponds to the first command unit. The first speed control unit 82 outputs the first command speed Sr1* to the first current command unit 83.

[0069] The first current command unit 83 calculates the first command current Im1* using the first command torque Tr1*. The first command torque Tr1* is input to the first current command unit 83. The first current command unit 83 calculates the first command current Im1* from the first command torque Tr1* using a predetermined function, arithmetic expression, map, etc. The first command current Im1* is a command value for the current of the first motor 61. The first command current Im1* is a command value for the output of the first motor 61, and corresponds to the first command output. The first current command unit 83 outputs the first command current Im1* to the first current control unit 84.

[0070] For example, in the first current command unit 83, a d-axis command current and a q-axis command current are calculated as command currents in a dq coordinate system using the first command torque Tr1*. Then, the d-axis command current and the q-axis command current are used as the first command current Im1*.

[0071] The first current sensor 86 detects the state of the first motor 61 by detecting the current of the first motor 61. The first current sensor 86 corresponds to a first detection unit. The first current sensor 86 outputs the first motor current Im1 to the first current control unit 84. The first motor current Im1 is the detection result of the first current sensor 86, and is a detection value indicating the current of the first motor 61. The first motor current Im1 is information indicating the state of the first motor 61. The first motor current Im1 is included in the detection signal of the first current sensor 86. The first current control unit 84 acquires the first motor current Im1. The first motor current Im1 corresponds to first motor information, and the first current control unit 84 corresponds to a first information acquisition unit.

[0072] The first current control unit 84 performs current control by feedback control or the like. The first current control unit 84 controls the motor current of the first motor 61 as the current control. The first command current Im1* and the first motor current Im1 are input to the first current control unit 84. The first current control unit 84 calculates the first command voltage Vm1* using the first command current Im1* and the first motor current Im1. The first current control unit 84 calculates the first command voltage Vm1* such that, for example, the first motor current Im1 becomes the first command current Im1*. The first command voltage Vm1* is a command value for the motor voltage of the first motor 61. The first command voltage Vm1* is a command value for the output of the first motor 61. The first current control unit 84 outputs the first command voltage Vm1* to the first inverter circuit 85.

[0073] The first current control unit 84 receives a phase current in a three-phase coordinate system as the first motor current Im1. In the first current control unit 84, the phase current is converted into a dq coordinate system to calculate a d-axis current and a q-axis current. As described above, in a configuration in which a d-axis command current and a q-axis command current are used as the first command current Im1*, the first current control unit 84 calculates a d-axis command voltage and a q-axis command voltage so that the d-axis current and the q-axis current become the d-axis command current and the q-axis command current. In the first current control unit 84, the d-axis command voltage and the q-axis command voltage are converted into a three-phase coordinate system to calculate a phase command voltage. Examples of the phase command voltage include a U-phase command voltage, a V-phase command voltage, and a W-phase command voltage. The first current control unit 84 outputs the phase command voltage to the first inverter circuit 85 as a first command voltage Vm1*.

[0074] The first inverter control unit 81 has a first drive command unit (not shown) as a functional block. The first drive command unit generates a drive command according to the first command voltage Vm1*, and outputs a command signal including this drive command to the first inverter circuit 85. For example, the first drive command unit generates a pulse-shaped drive command from the first command voltage Vm1* by using a carrier or the like. The first inverter circuit 85 converts power according to the drive command from the first drive command unit.

[0075] The first DS 100 is provided with an inner loop that performs inner loop control. The inner loop has a path for the first speed control unit 82 to acquire the first motor speed Sr1 from the first rotation sensor 64. The inner loop is provided in the first DS 100. The inner loop does not include the general ECU 40 and the second DS 110. The inner loop control controls the first motor speed Sr1 by outputting a first command voltage Vm1* or the like. In the first DS 100, the output of the first motor 61 is controlled by the inner loop control.

[0076] Next, a description will be given of motor control in the second DS 110. The motor control in the second DS 110 is performed in the same manner as the motor control in the first DS 100.

[0077] The overall ECU 40 outputs the second command speed Sr2* as a command signal to the second speed control unit 92. The second command speed Sr2* is a command value for the rotation speed of the second motor 71. The second command speed Sr2* is a command value for the output of the second motor 71. The overall ECU 40 calculates the second command speed Sr2* according to the manner in which the pilot operates the operation unit. The second command speed Sr2* is manually calculated by the overall control unit 41. The second command speed Sr2* is input from the overall control unit 41 to the second speed control unit 92 via the second overall path 33B.

[0078] The second rotation sensor 74 detects the state of the second motor 71 by detecting the number of rotations of the second motor 71. The second rotation sensor 74 corresponds to a second detection unit. The second rotation sensor 74 outputs a second motor speed Sr2 to the second speed control unit 92. The second motor speed Sr2 is a detection result of the second rotation sensor 74, and is a detection value indicating the rotation speed of the second motor 71. The second motor speed Sr2 is information indicating the state of the second motor 71. The second motor speed Sr2 is included in the detection signal of the second rotation sensor 74. The second speed control unit 92 acquires the second motor speed Sr2. The second motor speed Sr2 corresponds to second motor information, and the second speed control unit 92 corresponds to a second information acquisition unit. The second motor information is a value related to the state of the second motor 71, and may be referred to as a second state-related value.

[0079] The second speed control unit 92 performs speed control by feedback control or the like. The second speed control unit 92 controls the rotation speed of the second motor 71 as speed control. The second command speed Sr2* and the second motor speed Sr2 are input to the second speed control unit 92. The second speed control unit 92 calculates the second command torque Tr2* using the second command speed Sr2* and the second motor speed Sr2. The second speed control unit 92 calculates the second command torque Tr2*, for example, so that the second motor speed Sr2 becomes the second command speed Sr2*. The second command torque Tr2* is a command value for the torque of the second motor 71. The second command torque Tr2* is a command value for the output of the second motor 71, and corresponds to a second command output. The second command output is a value related to the state of the second motor 71, and may be referred to as a second state-related value. The second speed control unit 92 corresponds to a second command unit. The second speed control unit 92 outputs the second command speed Sr2* to the second current command unit 93.

[0080] The second current command unit 93 calculates the second command current Im2* using the second command torque Tr2*. The second command torque Tr2* is input to the second current command unit 93. The second current command unit 93 calculates the second command current Im2* from the second command torque Tr2* using a predetermined function, arithmetic expression, map, etc. The second command current Im2* is a command value for the motor current of the second motor 71. The second command current Im2* is a command value for the output of the second motor 71, and corresponds to the second command output. The second current command unit 93 outputs the second command current Im2* to the second current control unit 94.

[0081] For example, in the second current command unit 93, a d-axis command current and a q-axis command current are calculated as command currents in a dq coordinate system using the second command torque Tr2*. Then, the d-axis command current and the q-axis command current are used as the second command current Im2*.

[0082] The second current sensor 96 detects the state of the second motor 71 by detecting the current of the second motor 71. The second current sensor 96 corresponds to a second detection unit. The second current sensor 96 outputs the second motor current Im2 to the second current control unit 94. The second motor current Im2 is the detection result of the second current sensor 96, and is a detection value indicating the motor current of the second motor 71. The second motor current Im2 is information indicating the state of the second motor 71. The second motor current Im2 is included in the detection signal of the second current sensor 96. The second current control unit 94 acquires the second motor current Im2. The second motor current Im2 corresponds to second motor information, and the second current control unit 94 corresponds to a second information acquisition unit.

[0083] The second current control unit 94 performs current control by feedback control or the like. The second current control unit 94 controls the motor current of the second motor 71 as the current control. The second command current Im2* and the second motor current Im2 are input to the second current control unit 94. The second current control unit 94 calculates the second command voltage Vm2* using the second command current Im2* and the second motor current Im2. The second current control unit 94 calculates the second command voltage Vm2* such that, for example, the second motor current Im2 becomes the second command current Im2*. The second command voltage Vm2* is a command value for the motor voltage of the second motor 71. The second command voltage Vm2* is a command value for the output of the second motor 71. The second current control unit 94 outputs the second command voltage Vm2* to the second inverter circuit 95.

[0084] The second current control unit 94 receives a phase current in a three-phase coordinate system as the second motor current Im2. In the second current control unit 94, the phase current is converted into a dq coordinate system to calculate a d-axis current and a q-axis current. As described above, in a configuration in which a d-axis command current and a q-axis command current are used as the second command current Im2*, the second current control unit 94 calculates a d-axis command voltage and a q-axis command voltage so that the d-axis current and the q-axis current become the d-axis command current and the q-axis command current. In the second current control unit 94, the d-axis command voltage and the q-axis command voltage are converted into a three-phase coordinate system to calculate a phase command voltage. The second current control unit 94 outputs the phase command voltage to the second inverter circuit 95 as a second command voltage Vm2*.

[0085] The second inverter control unit 91 has a second drive command unit (not shown) as a functional block. The second drive command unit generates a drive command according to the second command voltage Vm2*, and outputs a command signal including this drive command to the second inverter circuit 95. For example, the second drive command unit generates a pulse-shaped drive command from the second command voltage Vm2* by using a carrier or the like. The second inverter circuit 95 converts power according to the drive command from the second drive command unit.

[0086] The second DS 110 is provided with an inner loop that performs inner loop control. The inner loop has a path for the second speed control unit 92 to acquire the second motor speed Sr2 from the second rotation sensor 74. The inner loop is provided in the second DS 110. The inner loop does not include the master ECU 40 or the first DS 100. The inner loop control controls the second motor speed Sr2 by outputting a second command voltage Vm2* or the like. In the second DS 110, the output of the second motor 71 is controlled by the inner loop control.

[0087] The first inverter control unit 81 and the second inverter control unit 91 are capable of performing cooperative control. Cooperative control is control for coordinating the first motor 61 and the second motor 71. In cooperative control, the inverter control units 81, 91 perform motor control so that the output of the first motor 61 and the output of the second motor 71 are the same. The first inverter control unit 81 controls the first motor 61 so that the output of the first motor 61 is the same as the output of the second motor 71. The second inverter control unit 91 controls the second motor 71 so that the output of the second motor 71 is the same as the output of the first motor 61.

[0088] The cooperative control of the inverter control units 81, 91 is performed using, for example, command speeds Sr1*, Sr2*. In this cooperative control, the first command speed Sr1* and the second command speed Sr2* are made common. The general control unit 41 sets the first command speed Sr1* and the second command speed Sr2* to the same command value. The first command speed Sr1* and the second command speed Sr2* are common command values ​​and correspond to a common command. This cooperative control makes the first command speed Sr1* and the second command speed Sr2* the same, so that the output of the first motor 61 and the output of the second motor 71 are easily equalized. The general ECU 40 corresponds to a common command unit that calculates a common command.

[0089] The cooperative control of the inverter control units 81 and 91 is performed using, for example, command torques Tr1* and Tr2*. The command torques Tr1* and Tr2* are exchanged between the first inverter control unit 81 and the second inverter control unit 91. In the first inverter control unit 81, the first speed control unit 82 outputs the first command torque Tr1* to the second current command unit 93 in addition to the first current command unit 83. The first command torque Tr1* is input from the first speed control unit 82 to the second current command unit 93 via the EPU path 55. In the second inverter control unit 91, the second speed control unit 92 outputs the second command torque Tr2* to the first current command unit 83 in addition to the second current command unit 93. The second command torque Tr2* is input from the second speed control unit 92 to the first current command unit 83 via the EPU path 55.

[0090] The first current command unit 83 calculates the first command current Im1* using the second command torque Tr2* in addition to the first command torque Tr1*. The second current command unit 93 calculates the second command current Im2* using the first command torque Tr1* in addition to the second command torque Tr2*. In this way, the inverter control units 81, 91 share the command torques Tr1*, Tr2*, so that the first command current Im1* and the second command current Im2* tend to be the same.

[0091] Cooperative control using command torques Tr1* and Tr2* is performed on the inner loop control in each of the first DS 100 and the second DS 110. Command values ​​in the inner loop control are exchanged between the first DS 100 and the second DS 110. For example, a first command torque Tr1* used in the inner loop control in the first DS 100 is input to the inner loop control in the second DS 110. A second command torque Tr2* used in the inner loop control in the second DS 110 is input to the inner loop control in the first DS 100.

[0092] 6, in the cooperative control, the first speed control unit 82 outputs a first command torque Tr1* to the second current command unit 93 in addition to the first current command unit 83. The second speed control unit 92 outputs a second command torque Tr2* to the second current command unit 93 in addition to the first current command unit 83.

[0093] The first current command unit 83 has a first torque cooperation unit 83a and a first cooperative command unit 83b. Both the first command torque Tr1* and the second command torque Tr2* are input to the first torque cooperation unit 83a. The first torque cooperation unit 83a calculates a first cooperative torque Tr1C using the first command torque Tr1* and the second command torque Tr2*. The first torque cooperation unit 83a outputs the first cooperative torque Tr1C to the first cooperative command unit 83b. The first cooperative torque Tr1C is a command torque, and is calculated by cooperation of the first command torque Tr1* and the second command torque Tr2*. The first torque cooperation unit 83a calculates, for example, the average value of the first command torque Tr1* and the second command torque Tr2* as the first cooperative torque Tr1C. Equation 1 holds for the first cooperative torque Tr1C.

[0094] Tr1C=(Tr1*+Tr2*) / 2...Equation 1 In formula 1, the contribution of the first command torque Tr1* to the first cooperative torque Tr1C is the same as that of the second command torque Tr2*. That is, the contribution ratio of the first command torque Tr1* to the first cooperative torque Tr1C is the same as the contribution ratio of the second command torque Tr2* to the first cooperative torque Tr1C. The first cooperative torque Tr1C corresponds to the average command, and the first torque cooperation unit 83a corresponds to the command averaging unit.

[0095] The first cooperative command unit 83b calculates the first command current Im1* using the first cooperative torque Tr1C. The first cooperative command unit 83b receives the first cooperative torque Tr1C. The first cooperative command unit 83b calculates the first command current Im1* from the first cooperative torque Tr1C using a predetermined function, arithmetic expression, map, or the like. The first cooperative command unit 83b outputs the first command current Im1* to the first current command unit 83.

[0096] The second current command unit 93 has a second torque coordination unit 93a and a second coordination command unit 93b. Both the first command torque Tr1* and the second command torque Tr2* are input to the second torque coordination unit 93a. The second torque coordination unit 93a calculates a second coordination torque Tr2C using the first command torque Tr1* and the second command torque Tr2*. The second torque coordination unit 93a outputs the second coordination torque Tr2C to the second coordination command unit 93b. The second coordination torque Tr2C is a command torque, and is calculated by coordinating the first command torque Tr1* and the second command torque Tr2*. The second torque coordination unit 93a calculates, for example, the average value of the first command torque Tr1* and the second command torque Tr2* as the second coordination torque Tr2C. Equation 2 holds for the second coordination torque Tr2C.

[0097] Tr2C=(Tr1*+Tr2*) / 2...Equation 2 In formula 2, the contribution of the first command torque Tr1* to the second coordinated torque Tr2C is the same as that of the second command torque Tr2*. That is, the contribution ratio of the first command torque Tr1* to the second coordinated torque Tr2C is the same as the contribution ratio of the second command torque Tr2* to the second coordinated torque Tr2C. The second coordinated torque Tr2C corresponds to the average command, and the second torque coordination unit 93a corresponds to the command averaging unit.

[0098] The second coordinated command unit 93b calculates the second command current Im2* using the second coordinated torque Tr2C. The second coordinated command unit 93b receives the second coordinated torque Tr2C. The second coordinated command unit 93b calculates the second command current Im2* from the second coordinated torque Tr2C using a predetermined function, arithmetic expression, map, or the like. The second coordinated command unit 93b outputs the second command current Im2* to the second current command unit 93.

[0099] 6, the first torque coordination unit 83a is illustrated as Equation 1, and the second torque coordination unit 93a is illustrated as Equation 2. The first coordination command unit 83b is illustrated as ICU1, and the second coordination command unit 93b is illustrated as ICU2.

[0100] The general ECU 40 performs EPU control. The EPU control includes a process for setting the operation mode of the DS 100, 110. The operation modes of the DS 100, 110 include a start-up mode, a normal mode, and an abnormal mode. The start-up mode is a mode for starting the operation of the DS 100, 110. In the start-up mode, a situation before speed tracking is likely to occur. In the situation before speed tracking, one of the motors 61, 71 cannot follow the other immediately after the operation of the DS 100, 110 starts, and clutch slip is likely to occur. After that, when one of the motors can follow the other, the operation mode is switched to the normal mode. In the normal mode, the clutch slip is eliminated.

[0101] When at least one of the DSs 100 and 110 stops, the operation mode is switched to an abnormal mode, in which the driving of the motors 61 and 71 is stopped, causing the clutch to run idle.

[0102] The master ECU 40 performs flight control processing. The flight control processing will be described with reference to the flowchart of FIG. 7. The master ECU 40 repeatedly executes the flight control processing at a predetermined control period. The master ECU 40 has a function of executing processing of each step of the flight control processing. The flight control processing includes a drive control processing for driving the EPU 50. The control method executed by the drive control processing corresponds to the drive control method.

[0103] 7 are processes for performing drive control for one EPU 50. The supervisor ECU 40 performs drive control for each of the plurality of EPUs 50 through steps S101 to S110.

[0104] In steps S101 to S103, the master ECU 40 determines whether or not an abnormality has occurred in the first DS 100 and the second DS 110. For example, in step S101, the master ECU 40 determines whether or not an abnormality has occurred in the first DS 100. If an abnormality has occurred in the first DS 100, the master ECU 40 proceeds to step S102 and determines whether or not an abnormality has occurred in the second DS 110. On the other hand, if no abnormality has occurred in the first DS 100, the master ECU 40 proceeds to step S103 and determines whether or not an abnormality has occurred in the second DS 110.

[0105] In steps S101 and S103, it is determined whether an abnormality has occurred in the first DS 100. The supervisory ECU 40 acquires the state of the first DS 100 and performs abnormality determination of the first DS 100 using this state. The abnormality determination of the first DS 100 includes abnormality determination of the first motor 61. The state of the first DS 100 includes, for example, the state of the first motor 61 and the state of the first inverter circuit 85. The supervisory ECU 40 acquires the state of the first DS 100 using, for example, detection signals of the first current sensor 86 and the first rotation sensor 64. The first DS 100 acquires the detection signals of the first current sensor 86 and the first rotation sensor 64 via the first inverter control unit 81.

[0106] The first inverter control unit 81 may acquire the state of the first DS 100 using detection signals from the first current sensor 86 and the first rotation sensor 64. The first inverter control unit 81 may also determine whether or not an abnormality has occurred in the first DS 100. In these configurations, it is preferable that the state of the first DS 100 and the abnormality determination result are input from the first inverter control unit 81 to the supervisory ECU 40. This allows the supervisory ECU 40 to perform an abnormality determination for the first DS 100.

[0107] In step S102, it is determined whether or not an abnormality has occurred in the second DS 110. The supervisory ECU 40 performs an abnormality determination for the second DS 110 in the same manner as the abnormality determination for the first DS 100. The supervisory ECU 40 acquires the state of the second DS 110 and performs an abnormality determination for the second DS 110 using this state. The abnormality determination for the second DS 110 includes an abnormality determination for the second motor 71. The state of the second DS 110 includes, for example, the state of the second motor 71 and the state of the second inverter circuit 95. The supervisory ECU 40 acquires the state of the second DS 110 using, for example, detection signals of the second current sensor 96 and the second rotation sensor 74. The second DS 110 acquires the detection signals of the second current sensor 96 and the second rotation sensor 74 via the second inverter control unit 91.

[0108] The second inverter control unit 91 may acquire the state of the second DS 110 using detection signals of the second current sensor 96 and the second rotation sensor 74. The second inverter control unit 91 may also determine whether or not an abnormality has occurred in the second DS 110. In these configurations, it is preferable that the state of the second DS 110 and the abnormality determination result are input from the second inverter control unit 91 to the supervisory ECU 40. This allows the supervisory ECU 40 to perform an abnormality determination for the second DS 110.

[0109] If an abnormality occurs in both the first DS 100 and the second DS 110, the supervisory ECU 40 proceeds to step S106 and performs a stop process. In this stop process, both the first DS 100 and the second DS 110 are stopped. The supervisory ECU 40 performs a first stop process and a second stop process. The first stop process is a process for stopping the driving of the first DS 100. The second stop process is a process for stopping the driving of the second DS 110.

[0110] The first stop process is also a process for stopping the drive of the first motor 61. In the first stop process, a command signal for stopping the drive of the first motor 61 is output to the first inverter control unit 81. The supervisory ECU 40 generates a first command speed Sr1* so that the first motor speed Sr1 becomes zero, for example, and outputs this first command speed Sr1* to the first speed control unit 82. The second stop process is also a process for stopping the drive of the second motor 71. In the second stop process, the supervisory ECU 40 outputs a command signal for stopping the drive of the second motor 71 to the second inverter control unit 91. The supervisory ECU 40 calculates a second command speed Sr2* so that the second motor speed Sr2 becomes zero, for example, and outputs this second command speed Sr2* to the second speed control unit 92.

[0111] If an abnormality occurs in the first DS 100 but not in the second DS 110, the supervisory ECU 40 proceeds to step S107. In step S107, the supervisory ECU 40 performs a process for independently driving the second DS 110. This process includes a first stop process and a second independent process. The second independent process is a process for independently driving the second DS 110 so that the second DS 110 does not cooperate with the first DS 100. The second independent process is also a process for independently driving the second motor 71 so that the second motor 71 does not cooperate with the first motor 61.

[0112] In the second independent process, the second command torque Tr2* is used for the control of the second motor 71 by the second inverter control unit 91, while the first command torque Tr1* is not used. The second current command unit 93 calculates the second command current Im2* using only the second command torque Tr2* among the first command torque Tr1* and the second command torque Tr2*. That is, the second current command unit 93 does not use the first command torque Tr1* for calculating the second command current Im2*. For example, the first speed control unit 82 does not output the first command torque Tr1* to the second current command unit 93. If the first command torque Tr1* is not used for calculating the second command current Im2*, the first command torque Tr1* may be output from the first speed control unit 82 or may be input to the second current command unit 93.

[0113] If an abnormality occurs in the second DS 110 but not in the first DS 100, the supervisor ECU 40 proceeds to step S108. In step S108, the supervisor ECU 40 performs a process for driving the first DS 100 independently. This process includes a second stop process and a first independent process. The first independent process is a process for driving the first DS 100 independently so that the first DS 100 does not cooperate with the second DS 110. The first independent process is also a process for driving the first motor 61 independently so that the first motor 61 does not cooperate with the second motor 71.

[0114] In the first independent process, the first inverter control unit 81 uses the first command torque Tr1* while not using the second command torque Tr2* to control the first motor 61. The first current command unit 83 calculates the first command current Im1* using only the first command torque Tr1* among the first command torque Tr1* and the second command torque Tr2*. That is, the first current command unit 83 does not use the second command torque Tr2* to calculate the first command current Im1*. For example, the second speed control unit 92 does not output the second command torque Tr2* to the first current command unit 83. If the second command torque Tr2* is not used to calculate the first command current Im1*, the second command torque Tr2* may be output from the second speed control unit 92 or may be input to the first current command unit 83.

[0115] If no abnormality occurs in either the first DS 100 or the second DS 110, the supervisor ECU 40 proceeds to step S104 and acquires a DS state difference. The DS state difference is the difference between the state of the first DS 100 and the state of the second DS 110. The DS state difference includes a motor state difference. The motor state difference is the difference between the state of the first motor 61 and the state of the second motor 71. The motor state difference includes a speed difference between the first motor speed Sr1 and the second motor speed Sr2, a current difference between the first motor current Im1 and the second motor current Im2, and the like. The speed difference is the difference between the detected values ​​of the motor speeds Sr1 and Sr2. The current difference is the difference between the detected values ​​of the motor currents Im1 and Im2. The motor state difference is also the difference between the state-related values. In step S104, at least the speed difference is acquired as the motor state difference.

[0116] In step S105, the supervisory ECU 40 determines whether the speed difference is too large. The supervisory ECU 40 determines whether the speed difference is larger than a predetermined speed reference value, and determines that the speed difference is too large when the speed difference is larger than the speed reference value. When the speed difference is not larger than the speed reference value, the supervisory ECU 40 determines that the speed difference is not too large. The speed reference value is, for example, an upper limit value of an allowable range for the speed difference. When the speed difference is larger than the speed reference value, clutch slippage is likely to occur in the motor having a slower speed out of the first motor 61 and the second motor 71. In other words, the motor having a slower speed is likely to slip. The supervisory ECU 40 determines whether the motor state difference is within the allowable range by determining whether the speed difference is larger than the speed reference value.

[0117] If the speed difference is too large, the supervisory ECU 40 determines that clutch slip is likely to occur, and proceeds to step S109. In step S109, the supervisory ECU 40 performs processing for driving each of the first DS 100 and the second DS 110 independently. This processing includes a first independent processing and a second independent processing. In this processing, the outputs of the first motor 61 and the second motor 71 are not equalized. Note that the supervisory ECU 40 may determine that clutch slip is occurring when the speed difference is too large, and may determine that clutch slip is not occurring when the speed difference is not too large.

[0118] If the speed difference is not too large, the supervisory ECU 40 determines that clutch slippage is unlikely to occur, and proceeds to step S110. In step S110, the supervisory ECU 40 performs cooperative control processing. In the cooperative control processing, cooperative control of the inverter control units 81, 91 is performed. In the cooperative control processing, motor control is performed by the inverter control units 81, 91 so that the output of the first motor 61 and the output of the second motor 71 are the same.

[0119] In step S105, it may be determined whether a communication abnormality has occurred in the EPU 50. An example of a communication abnormality in the EPU 50 is an abnormality in communication between the supervisory ECU 40 and the inverter control units 81, 91 due to an abnormality in the supervisory path 33 or the like. An example of a communication abnormality in the EPU 50 is an abnormality in communication between the first inverter control unit 81 and the second inverter control unit 91 due to an abnormality in the EPU path 55 or the like. When a communication abnormality has occurred in the EPU 50, it is preferable that the supervisory ECU 40 proceeds to step S109 and performs the first independent process and the second independent process regardless of the speed difference.

[0120] Furthermore, in step S105, it may be determined which mode the operation mode is. For example, if it is determined that the operation mode is the start-up mode, the supervisory ECU 40 proceeds to step S109 and performs a first independent process and a second independent process. If it is determined that the operation mode is the normal mode, the supervisory ECU 40 proceeds to step S110 and performs a cooperative control process. Furthermore, if it is determined that an abnormality has occurred in the DSs 100 and 110 in steps S101 to S103, the supervisory ECU 40 determines that the operation mode is the abnormal mode and performs the processes of steps S106 to S109.

[0121] According to the present embodiment described so far, the inverter control units 81, 91 control the motors 61, 71 so that the output of the first motor 61 and the output of the second motor 71 are the same. In this configuration, a difference between the output of the first motor 61 and the output of the second motor 71 is unlikely to occur. Therefore, it is unlikely that the outputs of the first motor 61 and the second motor 71 are exchanged via the EPU shaft 51. Therefore, it is possible to suppress an increase in the electrical burden on the one with the larger output of the first motor 61 and the second motor 71, and an increase in the thermal burden on the one with the smaller output. This makes it possible to reduce the burden on each of the first motor 61 and the second motor 71.

[0122] For example, assume that the output of the first motor 61 is greater than the output of the second motor 71, and clutch slippage does not occur in either of the motors 61, 71. In this case, the first motor 61 rotates the second motor 71 via the EPU shaft 51. The first motor 61 powers the second motor 71 to rotate it. The second motor 71 regenerates power to generate regenerative power. For the first motor 61, the second motor 71 becomes a load, and there is a concern that the electrical burden will increase by the amount of regeneration of the second motor 71. For the second motor 71, there is a concern that the generation of regenerative power will make it easier for heat to be generated, and that the thermal burden will increase. In addition, this will be a thermally severe state for both the first motor 61 and the second motor 71.

[0123] In contrast, in this embodiment, the regenerative power generated by the second motor 71 can be reduced by reducing the output difference between the motors 61 and 71. Therefore, for the first motor 61, the electrical burden of regenerating the second motor 71 can be reduced. For the second motor 71, the thermal burden of heat generation associated with regeneration can be reduced. Furthermore, by equalizing the outputs of the first motor 61 and the second motor 71 that are driven simultaneously, the output performance and thermal design of the DS100, 110 can be optimized. This allows the weight and size of the DS100, 110 to be reduced.

[0124] According to this embodiment, the inverter control units 81 and 91 control the motors 61 and 71, respectively, using the first command torque Tr1* and the second command torque Tr2*. In this configuration, the first inverter control unit 81 and the second inverter control unit 91 can share the command torques Tr1* and Tr2* for controlling the motors 61 and 71. Therefore, the method in which the first inverter control unit 81 controls the first motor 61 and the method in which the second inverter control unit 91 controls the second motor 71 can be made common by the command torques Tr1* and Tr2*. That is, the inverter control units 81 and 91 can adjust the outputs of the motors 61 and 71 with the same control method by using the command torques Tr1* and Tr2*. Therefore, when manufacturing the EPU 50, it is not necessary to design the inverter control units 81 and 91 individually, and the design burden of the inverter control units 81 and 91 can be reduced.

[0125] In this embodiment, the first command torque Tr1* and the second command torque Tr2* are exchanged between the first DS 100 and the second DS 110 as command values ​​in the inner loop control. Therefore, the output of the inner loop control is easily adjusted in each of the first DS 100 and the second DS 110. That is, by exchanging the first command torque Tr1* and the second command torque Tr2*, the first command voltage Vm1* and the second command voltage Vm2* are easily adjusted.

[0126] According to this embodiment, the inverter control units 81, 91 use cooperative torques Tr1C, Tr2C, which are average values ​​of the command torques Tr1*, Tr2*, to control the motors 61, 71. In this configuration, the first command torque Tr1* and the second command torque Tr2* can have the same contribution to the output of the motors 61, 71. By making the contribution of the first command torque Tr1* and the contribution of the second command torque Tr2* the same in this way, the output of the first motor 61 and the output of the second motor 71 tend to become the same.

[0127] For example, if the contribution of the first command torque Tr1* is made greater than the contribution of the second command torque Tr2* in a state where the output of the first motor 61 is greater than the output of the second motor 71, there is a concern that the output of the first motor 61 will become even greater. Also, if the contribution of the first command torque Tr1* is made smaller than the contribution of the second command torque Tr2* in this state, there is a concern that the output of the second motor 71 will become even smaller. In either case, the difference in the contributions of the command torques Tr1* and Tr21* will increase the output difference between the motors 61 and 71, and the burden on the motors 61 and 71 will increase.

[0128] The first cooperative torque Tr1C and the second cooperative torque Tr2C are both the average values ​​of the command torques Tr1* and Tr2*, and therefore have the same value. Since the first cooperative torque Tr1C and the second cooperative torque Tr2C are the same, the first motor speed Sr1 and the second motor speed Sr2 tend to be the same. Therefore, in each of the first DS 100 and the second DS 110, it is possible to optimize the output performance and thermal design by using the cooperative torques Tr1C and Tr2C.

[0129] According to this embodiment, the first command speed Sr1* and the second command speed Sr2* calculated by the integrated ECU 40 are common command values. In this configuration, the first command torque Tr1* calculated using the first command speed Sr1* and the second command torque Tr2* calculated using the second command speed Sr2* tend to be the same value. Therefore, it is easier to equalize the output of the first motor 61 and the output of the second motor 71 compared to a configuration in which the first command speed Sr1* and the second command speed Sr2* are not common.

[0130] In this embodiment, the general ECU 40 shares the first command speed Sr1* and the second command speed Sr2*. In this configuration, the control of the motors 61, 71 by the general ECU 40 can be simplified. Even if the motor control by the general ECU 40 is simplified, the control accuracy of the motors 61, 71 is unlikely to decrease because the inverter control units 81, 91 individually control the motors. In addition, in this configuration, the first inverter control unit 81 and the second inverter control unit 91 do not need to exchange the common command speeds Sr1*, Sr2*. Therefore, an interface for the first inverter control unit 81 and the second inverter control unit 91 to exchange the command speeds Sr1*, Sr2* is not required. Therefore, in the DS100, 110, the size and weight can be reduced by reducing the interface for the command speeds.

[0131] In this embodiment, the command values ​​for the output amounts of the motors 61 and 71 include command torques Tr1* and Tr2* and command currents Im1* and Im2*. The command torques Tr1* and Tr2* and command currents Im1* and Im2* are state quantities that are highly correlated with the outputs of the DSs 100 and 110 and the motors 61 and 71. For this reason, by controlling the motors 61 and 71 using the command torques Tr1* and Tr2* and command currents Im1* and Im2*, it becomes easier to adjust the output distribution of the motors 61 and 71 between the first DS 100 and the second DS 110.

[0132] In this embodiment, the speed control of the motors 61, 71 is performed by the inverter control units 81, 91. In this configuration, speed information such as the detection signals of the rotation sensors 64, 74 only needs to be input to the inverter control units 81, 91, and does not need to be input to the supervisory ECU 40. Therefore, there is no need to provide the supervisory ECU 40 with an interface for inputting the speed information. Therefore, the supervisory ECU 40 can reduce its size and weight by eliminating the interface for the speed information.

[0133] According to this embodiment, the EPU path 55 connects the first speed control unit 82 and the second speed control unit 92 so that they can communicate with each other without passing through the general control unit 41. In this configuration, the time required for communication between the first speed control unit 82 and the second speed control unit 92 can be shortened. Therefore, it is difficult for the timing at which the command torques Tr1* and Tr2* are input to the current command units 83 and 93 through the EPU path 55 to be delayed relative to the timing at which the command currents Im1* and Im2* are calculated by the current command units 83 and 93. This makes it possible to suppress a decrease in the control accuracy of the motor output caused by the communication of the command torques Tr1* and Tr2* not being in time for the calculation of the command currents Im1* and Im2*. In other words, the accuracy of the output adjustment of the motors 61 and 71 can be improved.

[0134] In this embodiment, if an abnormality occurs in one of the DSs 100 and 110, the operation of the one in which the abnormality occurs is stopped, while the operation of the one in which the abnormality does not occur continues. Therefore, the operation time of the EPU 50 can be secured by the operation of the one in which the abnormality does not occur among the DSs 100 and 110.

[0135] According to this embodiment, the motors 61, 71 are mounted on the eVTOL 10, which flies by rotating the propellers 20. Optimizing the output performance and thermal design of the motors 61, 71 is effective in reducing the weight and size of the motors 61, 71 mounted on the eVTOL 10. In this way, obtaining a weight reduction effect by optimizing the output performance and thermal design of the DS100, 110 is important in designing an electric flying object such as the eVTOL 10.

[0136] <Second embodiment> In the first embodiment, the first DS 100 and the second DS 110 are arranged along the EPU axis Cepu. In contrast, in the second embodiment, the first DS 100 and the second DS 110 are not arranged along the EPU axis Cepu. The configurations, actions, and effects of the second embodiment that are not particularly described are the same as those of the first embodiment. The second embodiment will be described mainly with respect to the differences from the first embodiment.

[0137] In the EPU 50 shown in Fig. 8, the first DS 100 and the second DS 110 are aligned in the radial direction RD. The first motor shaft 65 and the second motor shaft 75 are aligned in the radial direction RD. The first motor shaft 65 and the second motor shaft 75 are provided at positions spaced apart from the EPU shaft 51 in the radial direction RD. The EPU shaft 51 is between the first motor shaft 65 and the second motor shaft 75 in the radial direction RD.

[0138] The gear 53 is aligned with the DSs 100, 110 in the axial direction AD. The gear 53 is stretched across the first DS 100 and the second DS 110 in the radial direction RD. The gear 53 is fixed to both the first DS 100 and the second DS 110. The gear 53 connects each of the first motor shaft 65 and the second motor shaft 75 to the EPU shaft 51.

[0139] The gear 53 can set the reduction ratio for each of the first DS 100 and the second DS 110 individually. The gear 53 has a first gear portion and a second gear portion. The first gear portion can set the reduction ratio of the first motor 61 with respect to the propeller 20. The second gear portion can set the reduction ratio of the second motor 71 with respect to the propeller 20.

[0140] As shown in Fig. 9, the first DS 100 and the second DS 110 are communicatively connected via the administrative paths 33A and 33B. In this embodiment, unlike the first embodiment, the EPU 50 does not have an EPU path 55. Therefore, the first inverter control unit 81 and the second inverter control unit 91 are communicatively connected via the administrative paths 33A and 33B and the administrative ECU 40. For example, a signal output from the first inverter control unit 81 is input to the second inverter device 90 via the administrative paths 33A and 33B and the administrative ECU 40.

[0141] The gear 53 is communicatively connected to the master ECU 40 via the master path 33. The master ECU 40 outputs a command signal to control the operation of the gear 53. The master ECU 40 changes the reduction ratio of the gear 53 according to the thermal margin of the DSs 100 and 110.

[0142] For example, the integrated ECU 40 controls the gear 53 to reduce the reduction ratio for the DS 100, 110 in the motor heat state. The motor heat state is a state in which the motors 61, 71 have a smaller thermal margin than the inverter circuits 85, 95. The motor heat state is, for example, a state in which the temperature of the motor devices 60, 70 is higher than the temperature of the inverter devices 80, 90. In the DS 100, 110 in the motor heat state, the reduction ratio of the gear 53 is reduced, thereby suppressing the rotation speed of the motors 61, 71. In the motors 61, 71, the rotation speed decreases while the torque increases.

[0143] The general ECU 40 controls the gear 53 so that the reduction ratio increases for the DS100, 110 in the inverter heat state. The inverter heat state is a state in which the thermal margin of the inverter circuits 85, 95 is smaller than that of the motors 61, 71. The inverter heat state is, for example, a state in which the temperature of the inverter devices 80, 90 is higher than that of the motor devices 60, 70. In the DS100, 110 in the inverter heat state, the reduction ratio of the gear 53 increases, thereby suppressing the current of the motors 61, 71. In the motors 61, 71, the rotation speed increases while the torque decreases. When the torque of the motors 61, 71 is suppressed by increasing the reduction ratio of the gear 53, the current of the motors 61, 71 decreases.

[0144] The motors 61, 71 are in a thermally severe state as the rotation speed of the motors 61, 71 increases. In the DS100, 110, even if the rotation speed of the motors 61, 71 increases, there is no thermal effect on the inverter circuits 85, 95. The inverter circuits 85, 95 depend on the current flowing through the inverter circuits 85, 95, and the larger this current is, the more severe the thermal state becomes. However, in the EPU 50 provided with an air-cooled fan rotated by the motors 61, 71, the higher the rotation speed of the motors 61, 71, the more thermally advantageous the inverter circuits 85, 95 become. The air-cooled fan is connected to the motor shafts 65, 75 and can blow air so that cooling air flows along the outer surface of the EPU 50.

[0145] In the EPU50, the thermal conditions of the DS100, 110 tend to differ depending on the arrangement of the DS100, 110. For example, the thermal conditions inside the EPU50 differ between a parallel arrangement in which the DS100, 110 are arranged in the radial direction RD as in the present embodiment and a serial arrangement in which the DS100, 110 are arranged in the axial direction AD as in the first embodiment. In particular, in a configuration in which the DS100, 110 are stacked as in the first embodiment, a difference in thermal conditions tends to occur between the DS100, 110. For example, a difference tends to occur in which one of the DS100, 110 has better cooling conditions than the other.

[0146] In this embodiment, since the EPU 50 does not have the EPU path 55, there is no need for a direct interface for transmitting and receiving information between the inverter control units 81, 91. That is, there is no need to provide a direct interface in the first DS 100 and the second DS 110. Therefore, in the DSs 100, 110, the size and weight can be reduced by eliminating the direct interface.

[0147] <Third embodiment> In the first embodiment, the cooperative control of the inverter control units 81 and 91 is performed using command torques Tr1* and Tr2*. In contrast, in the third embodiment, the cooperative control of the inverter control units 81 and 91 is performed using command currents Im1* and Im2*. The configurations, actions, and effects not specifically described in the third embodiment are the same as those in the first embodiment. The third embodiment will be described mainly with respect to the differences from the first embodiment.

[0148] As shown in FIG. 10, the first inverter control unit 81 and the second inverter control unit 91 exchange command currents Im1* and Im2* as command outputs. In the first inverter control unit 81, the first current command unit 83 outputs the first command current Im1* to the second current command unit 93 in addition to the first current control unit 84. The first command current Im1* is input from the first current command unit 83 to the second current command unit 93 via the EPU path 55. In the second inverter control unit 91, the second current command unit 93 outputs the second command current Im2* to the first current command unit 83 in addition to the second current control unit 94. The second command current Im2* is input from the second current command unit 93 to the first current command unit 83 via the EPU path 55.

[0149] The first current command unit 83 calculates the first command current Im1* using the second command current Im2* in addition to the first command torque Tr1*. The second current command unit 93 calculates the second command current Im2* using the first command current Im1* in addition to the second command torque Tr2*. In this way, the inverter control units 81, 91 share the command currents Im1*, Im2*, so that the first command current Im1* and the second command current Im2* tend to be the same.

[0150] For example, the first current command unit 83 calculates a first coordinated current using the first command torque Tr1* and outputs the first coordinated current to the second current command unit 93. The second current command unit 93 calculates a second coordinated current using the second command torque Tr2* and outputs the second coordinated current to the first current command unit 83. The first current command unit 83 calculates a first command current Im1* using the first and second coordinated currents. For example, the first current command unit 83 calculates an average value of the first and second coordinated currents as the first command current Im1*. The second current command unit 93 calculates a second command current Im2* using the first and second coordinated currents. For example, the second current command unit 93 calculates an average value of the first and second coordinated currents as the second command current Im2*.

[0151] <Fourth embodiment> In the first embodiment, the cooperative control of the inverter control units 81, 91 is performed using command output. In contrast, in the fourth embodiment, the cooperative control of the inverter control units 81, 91 is performed using motor information. The configurations, actions, and effects not specifically described in the fourth embodiment are the same as those in the first embodiment. The fourth embodiment will be described mainly with respect to the differences from the first embodiment.

[0152] As shown in Fig. 11, the current command units 83, 93 calculate command currents Im1*, Im2* using motor currents Im1, Im2 in addition to command torques Tr1*, Tr2*. In the first inverter device 80, the first current sensor 86 outputs the first motor current Im1 to the first current command unit 83 in addition to the first current control unit 84. The first current command unit 83 calculates the first command current Im1* using the first motor current Im1 in addition to the first command torque Tr1*. The first current command unit 83 calculates the first command current Im1* from the first command torque Tr1* and the first motor current Im1 using a function or the like.

[0153] In the second inverter device 90, a second current sensor 96 outputs a second motor current Im2 to a second current control unit 94 as well as to a second current command unit 93. The second current command unit 93 calculates a second command current Im2* using the second motor current Im2 as well as the second command torque Tr2*. The second current command unit 93 calculates the second command current Im2* from the second command torque Tr2* and the second motor current Im2 using a function or the like.

[0154] The inverter control units 81 and 91 perform cooperative control using the motor currents Im1 and Im2 as motor information. The motor currents Im1 and Im2 used in this cooperative control are values ​​obtained by detecting the states of the motors 61 and 71. The first inverter control unit 81 and the second inverter control unit 91 exchange the motor currents Im1 and Im2 as motor information. The inverter control units 81 and 91 perform cooperative control so that the first motor current Im1, which is the output of the first motor 61, and the second motor current Im2, which is the output of the second motor 71, become the same. That is, the inverter control units 81 and 91 perform cooperative control so that the difference between the first motor current Im1 and the second motor current Im2 is minimized.

[0155] The first current sensor 86 outputs a first motor current Im1 to the second current command unit 93 in addition to the first current command unit 83. The first motor current Im1 is input from the first current sensor 86 to the second current command unit 93 via the EPU path 55. The second current sensor 96 outputs a second motor current Im2 to the first current command unit 83 in addition to the second current command unit 93. The second motor current Im2 is input from the second current sensor 96 to the first current command unit 83 via the EPU path 55.

[0156] The first current command unit 83 calculates the first command current Im1* using the first command torque Tr1*, the first motor current Im1, and the second motor current Im2. The second current command unit 93 calculates the second command current Im2* using the first motor current Im1 in addition to the second command torque Tr2* and the second motor current Im2. In this way, the motor currents Im1 and Im2 are shared by the inverter control units 81 and 91, so that the first command current Im1* and the second command current Im2* tend to be the same.

[0157] For example, the first current command unit 83 calculates the first detected current using the first motor current Im1 and the second motor current Im2. For example, the first current command unit 83 calculates the average value of the first motor current Im1 and the second motor current Im2 as the first detected current. Then, the first current command unit 83 calculates the first calculated torque from the first detected current using a function or the like. The first calculated torque is an estimated value indicating the torque of the motors 61, 71. The first current command unit 83 calculates the first command current Im1* by feedback control or the like using the first calculated torque. For example, the first current command unit 83 calculates the first command current Im1* so that the first calculated torque becomes the first command torque Tr1*.

[0158] The second current command unit 93 calculates the second detected current using the first motor current Im1 and the second motor current Im2. For example, the second current command unit 93 calculates the average value of the first motor current Im1 and the second motor current Im2 as the second detected current. Then, the second current command unit 93 calculates the second calculated torque from the second detected current using a function or the like. The second calculated torque is an estimated value indicating the torque of the motors 61, 71. The second current command unit 93 calculates the second command current Im2* by feedback control or the like using the second calculated torque. For example, the second current command unit 93 calculates the second command current Im2* so that the second calculated torque becomes the second command torque Tr2*.

[0159] According to this embodiment, the inverter control units 81, 91 control the motors 61, 71 using the first motor current Im1 and the second motor current Im2. In this configuration, the first inverter control unit 81 and the second inverter control unit 91 can share the motor currents Im1, Im2 for controlling the motors 61, 71. Therefore, the method by which the first inverter control unit 81 controls the first motor 61 and the method by which the second inverter control unit 91 controls the second motor 71 can be made common by the motor currents Im1, Im2. In other words, the inverter control units 81, 91 can adjust the outputs of the motors 61, 71 using the same control method by using the motor currents Im1, Im2.

[0160] According to this embodiment, the first motor current Im1 and the second motor current Im2 are exchanged between the first DS 100 and the second DS 110 as detection values ​​indicating the output states of the motors 61, 71. Therefore, in the first DS 100, the accuracy of adjusting the first motor current Im1 can be improved by the second motor current Im2. Similarly, in the second DS 110, the accuracy of adjusting the second motor current Im2 can be improved by the first motor current Im1. That is, the accuracy of adjusting the motor currents Im1, Im2, which are the outputs of the motors 61, 71, can be improved.

[0161] According to this embodiment, the inverter control units 81, 91 control the motors 71, 71 so that the first motor current Im1 and the second motor current Im2 are the same. In this configuration, the first motor current Im1 and the second motor current Im2 are made equal, thereby making the output of the first motor 61 and the output of the second motor 71 equal. In this way, the motor currents Im1, Im2 can reduce the burden on each of the first motor 61 and the second motor 71.

[0162] <Fifth embodiment> In the above-described fourth embodiment, the cooperative control of the inverter control units 81, 91 is performed using detected values ​​as motor information. In contrast, in the fifth embodiment, the cooperative control of the inverter control units 81, 91 is performed using estimated values. Configurations, actions, and effects that are not specifically described in the fifth embodiment are similar to those in the above-described fourth embodiment. In the fifth embodiment, the differences from the above-described fourth embodiment will be mainly described.

[0163] As shown in Fig. 12, the first inverter control unit 81 has a first torque estimation unit 87. The second inverter control unit 91 has a second torque estimation unit 97. In Fig. 12, the first torque estimation unit 87 is illustrated as TEU1, and the second torque estimation unit 97 is illustrated as TEU2.

[0164] In the first inverter device 80, the first current sensor 86 outputs the first motor current Im1 to the first torque estimation unit 87 in addition to the first current control unit 84. The first torque estimation unit 87 calculates the first motor torque Tr1 using the first motor current Im1. The first motor torque Tr1 is an estimated value obtained by estimating the torque of the first motor 61. The first motor torque Tr1 is information indicating information of the first motor 61, and corresponds to the first motor information. The first torque estimation unit 87 calculates the first motor torque Tr1 from the first motor current Im1 using a predetermined function, arithmetic expression, map, etc. The first torque estimation unit 87 outputs the first motor torque Tr1 to the first current command unit 83 and the second current command unit 93. The first current command unit 83 and the first current control unit 84 acquire the first motor torque Tr1. The first current command unit 83 and the first current control unit 84 correspond to the first information acquisition unit.

[0165] In the second inverter device 90, the second current sensor 96 outputs the second motor current Im2 to the second torque estimation unit 97 in addition to the second current control unit 94. The second torque estimation unit 97 calculates the second motor torque Tr2 using the second motor current Im2. The second motor torque Tr2 is an estimated value obtained by estimating the torque of the second motor 71. The second motor torque Tr2 is information indicating information of the second motor 71, and corresponds to the second motor information. The second torque estimation unit 97 calculates the second motor torque Tr2 from the second motor current Im2 using a predetermined function, arithmetic expression, map, etc. The second torque estimation unit 97 outputs the second motor torque Tr2 to the first current command unit 83 and the second current command unit 93. The second current command unit 93 and the second current control unit 94 acquire the second motor torque Tr2. The second current command unit 93 and the second current control unit 94 correspond to the second information acquisition unit.

[0166] The inverter control units 81 and 91 perform cooperative control using the motor torques Tr1 and Tr2 as motor information. The motor torques Tr1 and Tr2 used in this cooperative control are estimated values ​​obtained by estimating the states of the motors 61 and 71. The first inverter control unit 81 and the second inverter control unit 91 exchange the motor torques Tr1 and Tr2 as motor information. The inverter control units 81 and 91 perform cooperative control so that the first motor torque Tr1, which is the output of the first motor 61, and the second motor torque Tr2, which is the output of the second motor 71, become the same. That is, the inverter control units 81 and 91 perform cooperative control so that the difference between the first motor torque Tr1 and the second motor torque Tr2 is minimized.

[0167] The first current command unit 83 calculates a first command current Im1* using the first motor torque Tr1 and the second motor torque Tr2 in addition to the first command torque Tr1*. The second current command unit 93 calculates a second command current Im2* using the first motor torque Tr1 and the second motor torque Tr2 in addition to the second command torque Tr2*. In this way, the motor torques Tr1 and Tr2 are shared by the inverter control units 81 and 91, so that the first command current Im1* and the second command current Im2* tend to be the same.

[0168] For example, the first current command unit 83 calculates the first estimated torque using the first motor torque Tr1 and the second motor torque Tr2. For example, the first current command unit 83 calculates the average value of the first motor torque Tr1 and the second motor torque Tr2 as the first estimated torque. Then, the first current command unit 83 calculates the first command current Im1* by feedback control or the like using the first estimated torque. For example, the first current command unit 83 calculates the first command current Im1* so that the first estimated torque becomes the first command torque Tr1*.

[0169] The second current command unit 93 calculates the second estimated torque using the first motor torque Tr1 and the second motor torque Tr2. For example, the second current command unit 93 calculates the average value of the first motor torque Tr1 and the second motor torque Tr2 as the second estimated torque. Then, the second current command unit 93 calculates the second command current Im2* by feedback control or the like using the second estimated torque. For example, the second current command unit 93 calculates the second command current Im2* so that the second estimated torque becomes the second command torque Tr2*.

[0170] According to this embodiment, the inverter control units 81, 91 control the motors 61, 71 using the first motor torque Tr1 and the second motor torque Tr2. In this configuration, the first inverter control unit 81 and the second inverter control unit 91 can share the motor torques Tr1, Tr2 for controlling the motors 61, 71. Therefore, the method by which the first inverter control unit 81 controls the first motor 61 and the method by which the second inverter control unit 91 controls the second motor 71 can be standardized by the motor torques Tr1, Tr2. In other words, the inverter control units 81, 91 can adjust the outputs of the motors 61, 71 using the same control method by using the motor torques Tr1, Tr2.

[0171] In this embodiment, the first DS 100 and the second DS 110 exchange the first motor torque Tr1 and the second motor torque Tr2 as estimated values ​​indicating the output states of the motors 61 and 71. Therefore, in the first DS 100, the accuracy of adjusting the first motor torque Tr1 can be improved by the second motor torque Tr2. Similarly, in the second DS 110, the accuracy of adjusting the second motor torque Tr2 can be improved by the first motor torque Tr1. That is, the adjustment accuracy of the motor torques Tr1 and Tr2, which are the outputs of the motors 61 and 71, can be improved.

[0172] In the inverter control units 81 and 91, the motor torques Tr1 and Tr2 are estimated, so there is no need to detect the motor torques Tr1 and Tr2. In other words, there is no need to provide sensors for detecting the motor torques Tr1 and Tr2 in the DS100 and 110. By reducing the number of sensors for detecting torque in this way, the weight and size of the DS100 and 110 can be reduced.

[0173] Sixth Embodiment In the first embodiment, the inverter control units 81, 91 calculate the command torques Tr1*, Tr2* as command values ​​for the torques of the motors 61, 71. In contrast, in the sixth embodiment, the integrated ECU 40 calculates the command values ​​for the torques of the motors 61, 71. The configurations, actions, and effects of the sixth embodiment that are not particularly described are the same as those of the first embodiment. The sixth embodiment will be described mainly with respect to the differences from the first embodiment.

[0174] As shown in Fig. 13, the overall ECU 40 has an overall speed unit 42 in addition to an overall control unit 41. The overall control unit 41 calculates an overall command speed Sr* instead of calculating the first command speed Sr1* and the second command speed Sr2* as in the first embodiment. The overall command speed Sr* is a common command speed for the first motor 61 and the second motor 71. The overall control unit 41 calculates the overall command speed Sr* according to the operation mode of the pilot on the operation unit. The overall command speed Sr* is input to the overall speed unit 42. In Fig. 13, the overall speed unit 42 is illustrated as SCU.

[0175] In this embodiment, the overall ECU 40 has the overall speed unit 42, while the inverter control units 81, 91 do not have speed control units 82, 92. The rotation sensors 64, 74 output motor speeds Sr1, Sr2 to the overall speed unit 42. The motor speeds Sr1, Sr2 are input to the overall speed unit 42 from the rotation sensors 64, 74 via the overall paths 33A, 33B.

[0176] The overall speed unit 42 performs speed control by feedback control or the like. As speed control, the overall speed unit 42 controls the rotation speeds of the motors 61 and 71. The overall speed unit 42 calculates an overall command torque Tr*. The overall command torque Tr* is a common command value for the torques of the motors 61 and 71. The overall command torque Tr* is a common command output for adjusting the outputs of the motors 61 and 71.

[0177] The overall speed unit 42 calculates the overall command torque Tr* using the overall command speed Sr* and the motor speeds Sr1 and Sr2. The overall speed unit 42 calculates the coordinated speed using the first motor speed Sr1 and the second motor speed Sr2. For example, the overall speed unit 42 calculates the average value of the first motor speed Sr1 and the second motor speed Sr2 as the coordinated speed. Then, the overall speed unit 42 calculates the overall command torque Tr* by feedback control or the like using the coordinated speed. For example, the overall speed unit 42 calculates the overall command torque Tr* so that the coordinated speed becomes the overall command speed Sr*.

[0178] The overall speed command unit 42 outputs the overall command torque Tr* to each of the first current command unit 83 and the second current command unit 93. The overall command torque Tr* is input from the overall ECU 40 to the first inverter control unit 81 via the first overall path 33A. The overall command torque Tr* is also input from the overall ECU 40 to the second inverter control unit 91 via the second overall path 33B. The first current command unit 83 calculates a first command current Im1* using the overall command torque Tr*. The second current command unit 93 calculates a second command current Im2* using the overall command torque Tr*.

[0179] In this embodiment, the overall command torque Tr* is used for both the output adjustment of the first motor 61 and the output adjustment of the second motor 71 as the cooperative control of the inverter control units 81, 91. The overall command torque Tr* is a command value common to the first inverter control unit 81 and the second inverter control unit 91, and corresponds to a common command. By using the overall command torque Tr* in this manner for the cooperative control, the output of the first motor 61 and the output of the second motor 71 are easily equalized.

[0180] According to this embodiment, the overall command torque Tr* is used as a common command value for both the output adjustment of the first motor 61 and the output adjustment of the second motor 71. In this configuration, the command currents Im1* and Im2* are calculated using the overall command torque Tr*, so that the first command current Im1* and the second command current Im2* tend to have the same value. Therefore, it is easier to equalize the output of the first motor 61 and the output value of the second motor 71 compared to a configuration in which, for example, the parameters used to calculate the first command current Im1* and the parameters used to calculate the second command current Im2* are different.

[0181] In this embodiment, the overall ECU 40 commonizes the command torque for the first motor 61 and the command torque for the second motor 71 as an overall command torque Tr*. In this configuration, the overall ECU 40 may output a common overall command torque Tr* to both the first inverter control unit 81 and the second inverter control unit 91. Therefore, the overall command torque Tr* can simplify the control of the motors 61, 71 by the overall ECU 40 and improve the control accuracy of the motors 61, 71. In addition, in this configuration, it is not necessary to transmit and receive the command torque between the first inverter control unit 81 and the second inverter control unit 91. Therefore, the interface for transmitting and receiving the command torque between the first inverter control unit 81 and the second inverter control unit 91 can be reduced.

[0182] Seventh embodiment In the sixth embodiment, the master ECU 40 controls the output of the motors 61, 71 in accordance with the motor speeds Sr1, Sr2 indicating the rotational states of the motors 61, 71. In contrast, in the seventh embodiment, the master ECU 40 controls the output of the motors 61, 71 in accordance with the rotational state of the EPU shaft 51. Configurations, actions, and effects not specifically described in the seventh embodiment are similar to those in the sixth embodiment. The seventh embodiment will be described mainly with respect to the differences from the sixth embodiment.

[0183] As shown in Fig. 14, the EPU 50 has an EPU rotation sensor 54. The EPU rotation sensor 54 detects the rotation speed of the EPU shaft 51 as the EPU rotation speed. The EPU rotation sensor 54 includes, for example, an encoder and a resolver. The EPU rotation sensor 54 is provided on, for example, the gear 53. The EPU rotation sensor 54 is communicatively connected to the supervisor ECU 40, and outputs a detection signal to the supervisor ECU 40. The EPU rotation sensor 54 is connected to the supervisor ECU 40 via the supervisor path 33. In Fig. 14, the EPU rotation sensor 54 is illustrated as RS.

[0184] The EPU rotation sensor 54 detects the state of the EPU 50 by detecting the EPU rotation speed. The EPU rotation sensor 54 outputs the EPU speed Sr to the overall ECU 40. The EPU speed Sr is the detection result of the EPU rotation sensor 54, and is a detection value that indicates the rotation speed of the EPU shaft 51. The EPU speed Sr is information that indicates the state of the EPU 50 and the motors 61, 71. The EPU speed Sr is included in the detection signal of the EPU rotation sensor 54. The EPU speed Sr is input to the overall speed unit 42 from the EPU rotation sensor 54 via the overall path 33.

[0185] The overall speed unit 42 calculates the overall command torque Tr* by using the overall command speed Sr* and the EPU speed Sr. For example, the overall speed unit 42 calculates the overall command torque Tr* such that the EPU speed Sr becomes the overall command speed Sr*.

[0186] Eighth embodiment In the eighth embodiment, average values ​​are calculated for command values ​​of command torques Tr1*, Tr2*, etc. Configurations, actions, and effects that are not specifically described in the eighth embodiment are similar to those in the first embodiment. In the eighth embodiment, differences from the first embodiment will be mainly described.

[0187] As shown in FIG. 15, the first inverter control unit 81 has a first averaging unit 141 and a first signal unit 145. A first command value C1 is input to the first averaging unit 141. The second inverter control unit 91 has a second averaging unit 151 and a second signal unit 155. A second command value C2 is input to the second averaging unit 151. The first command value C1 and the second command value C2 are, for example, the first command torque Tr1* and the second command torque Tr2* of the first embodiment. The first averaging unit 141 and the second averaging unit 151 are, for example, the first current command unit 83 and the second current command unit 93.

[0188] In the inverter control units 81 and 91, cooperative control is performed using the first command value C1 and the second command value C2. In the first inverter control unit 81, in addition to the first command value C1, the second command value C2 is input to the first averaging unit 141. The first averaging unit 141 calculates the average value of the first command value C1 and the second command value C2 as a first average command C1a. The first averaging unit 141 outputs the first average command C1a to the first signal unit 145. The first average command C1a is, for example, the first command current Im1* in the first embodiment. Equation 3 holds for the first average command C1a.

[0189] C1a=(C1+C2) / 2...Equation 3 In formula 3, the contribution of the first command value C1 to the first average command C1a is the same as that of the second command value C2. That is, the ratio at which the first command value C1 contributes to the first average command C1a is the same as the ratio at which the second command value C2 contributes to the first average command C1a. Note that the first average command C1a corresponds to the average command, and the first averaging unit 141 corresponds to the command averaging unit.

[0190] The first signal unit 145 calculates a first motor command using the first average command C1a. The first average command C1a is input to the first signal unit 145. The first signal unit 145 calculates the first motor command from the first average command C1a using a predetermined function, arithmetic expression, map, etc. The first signal unit 145 outputs the first motor command to, for example, the first inverter circuit 85. The first motor command and the first signal unit 145 are, for example, the first command voltage Vm1* and the first current control unit 84.

[0191] In the second inverter control unit 91, in addition to the first command value C1, the second command value C2 is input to the second averaging unit 151. The second averaging unit 151 calculates the average value of the first command value C1 and the second command value C2 as the second average command C2a. The second averaging unit 151 outputs the second average command C2a to the second signal unit 155. The second average command C2a is, for example, the second command current Im2* in the first embodiment. Equation 4 holds for the second average command C2a.

[0192] C2a=(C1+C2) / 2...Equation 4 In formula 3, the contribution of the first command value C1 to the second average command C2a is the same as that of the second command value C2. That is, the ratio at which the first command value C1 contributes to the second average command C2a is the same as the ratio at which the second command value C2 contributes to the second average command C2a. The second average command C2a corresponds to the average command, and the second averaging unit 151 corresponds to the command averaging unit.

[0193] The second signal unit 155 calculates a second motor command using the second average command C2a. The second average command C2a is input to the second signal unit 155. The second signal unit 155 calculates the second motor command from the second average command C2a using a predetermined function, arithmetic expression, map, etc. The second signal unit 155 outputs the second motor command to, for example, the second inverter circuit 95. The second motor command and the second signal unit 155 are, for example, a second command voltage Vm2* and a second current control unit 94.

[0194] 15, Equation 3 is illustrated for first averaging unit 141, and Equation 4 is illustrated for second averaging unit 151. Also, first signal unit 145 is illustrated as SS1, and second signal unit 155 is illustrated as SS2.

[0195] According to this embodiment, the average commands C1a, C2a used by the inverter control units 81, 91 to control the motors 61, 71 are the average values ​​of the command values ​​C1, C2. In this configuration, the first command value C1 and the second command value C2 can have the same contribution to the output of the motors 61, 71. By making the contribution of the first command value C1 and the contribution of the second command value C2 the same in this manner, the output of the first motor 61 and the output of the second motor 71 tend to become the same.

[0196] For example, if the contribution of the first command value C1 is made greater than the contribution of the second command value C2 in a state in which the output of the first motor 61 is greater than the output of the second motor 71, there is a concern that the output of the first motor 61 will become even greater. Also, if the contribution of the first command value C1 is made smaller than the contribution of the second command value C2 in this state, there is a concern that the output of the second motor 71 will become even smaller. In either case, the difference in contribution between the command values ​​C1 and C2 will increase the output difference between the motors 61 and 71, and the burden on the motors 61 and 71 will increase.

[0197] The first average command C1a and the second average command C2a are the same value because they are both the average values ​​of the command values ​​C1 and C2. In this way, since the first average command C1a and the second average command C2a are the same, the outputs of the motor speeds Sr1 and Sr2, etc., tend to be the same in the motors 61 and 71. Therefore, in the first DS 100 and the second DS 110, respectively, it is possible to optimize the output performance and thermal design by the average commands C1a and C2a.

[0198] <Ninth embodiment> In the ninth embodiment, command values ​​of command torques Tr1*, Tr2*, etc. are corrected using detection values ​​of motor currents Im1, Im2, etc. Configurations, actions, and effects not specifically described in the ninth embodiment are similar to those of the fourth and eighth embodiments. The ninth embodiment will be described mainly with respect to the differences from the fourth and eighth embodiments.

[0199] As shown in FIG. 16, the first inverter control unit 81 has a first ratio unit 142 and a first signal unit 145. The first ratio unit 142 receives a first command value C1 and a first detection value S1. The second inverter control unit 91 has a second ratio unit 152 and a second signal unit 155. The second ratio unit 152 receives a second command value C2 and a second detection value S2. The first detection value S1 and the second detection value S2 are, for example, the first motor current Im1 and the second motor current Im2 of the fourth embodiment. The first ratio unit 142 and the second ratio unit 152 are, for example, the first current command unit 83 and the second current command unit 93. The first detection value S1 and the second detection value S2 are control amounts controlled by the inverter control units 81, 91.

[0200] In the inverter control units 81 and 91, cooperative control is performed using the first detection value S1 and the second detection value S2. In the first inverter control unit 81, in addition to the first motor current Im1, the second motor current Im2 is input to the first ratio unit 142. The first ratio unit 142 calculates a first ratio command C1b from the first command value C1 using the ratio between the first motor current Im1 and the second motor current Im2. The first ratio unit 142 outputs the first ratio command C1b to the first signal unit 145. The first ratio command C1b is a value obtained by correcting the first command value C1 based on the ratio between the motor currents Im1 and Im2. For example, the first ratio unit 142 calculates a value obtained by multiplying the first command value C1 by the ratio of the second motor current Im2 to the first motor current Im1 as the first ratio command C1b. The first ratio command C1b is, for example, the first command current Im1* of the fourth embodiment. For the first ratio command C1b, Equation 5 holds.

[0201] C1b=C1×S2 / S1...Equation 5 In formula 5, the contribution of the first command value C1 to the first ratio command C1b varies depending on the ratio of the second motor current Im2 to the first motor current Im1. For example, the larger the second motor current Im2 is relative to the first motor current Im1, the larger the first ratio command C1b is set to relative to the first command value C1. The first signal unit 145 calculates the first motor command using the first ratio command C1b.

[0202] In the second inverter control unit 91, the first motor current Im1 is input to the second ratio unit 152 in addition to the second motor current Im2. The second ratio unit 152 calculates a second ratio command C2b from the second command value C2 using the ratio between the first motor current Im1 and the second motor current Im2. The second ratio unit 152 outputs the second ratio command C2b to the second signal unit 155. The second ratio command C2b is a value obtained by correcting the second command value C2 by the ratio of the motor currents Im1 and Im2. For example, the second ratio unit 152 calculates a value obtained by multiplying the second command value C2 by the ratio of the first motor current Im1 to the second motor current Im2 as the second ratio command C2b. The second ratio command C2b is, for example, the second command current Im2* of the fourth embodiment. Equation 6 holds for the second ratio command C2b.

[0203] C2b=C2×S1 / S2...Equation 6 In formula 6, the contribution of the second command value C2 to the second ratio command C2b varies according to the ratio of the first motor current Im1 to the second motor current Im2. For example, the larger the first motor current Im1 is relative to the second motor current Im2, the larger the second ratio command C2b is set to relative to the second command value C2. The second signal unit 155 calculates the second motor command using the second ratio command C2b.

[0204] Tenth embodiment In the tenth embodiment, feedback control is performed so that the detection values ​​of motor currents Im1, Im2, etc. are the same for the first motor 61 and the second motor 71. Configurations, actions, and effects not specifically described in the tenth embodiment are similar to those of the first and ninth embodiments. The tenth embodiment will be described mainly with respect to the differences from the first and ninth embodiments.

[0205] 17, the first inverter control unit 81 has a first signal unit 145, a first detection difference unit 146, a first zero difference unit 147, a first calculation unit 148, and a first adder unit 149. The second inverter control unit 91 has a second signal unit 155, a second detection difference unit 156, a second zero difference unit 157, a second calculation unit 158, and a second adder unit 159.

[0206] In the inverter control units 81 and 91, cooperative control is performed using the first detection value S1 and the second detection value S2, as in the ninth embodiment. In the first inverter control unit 81, the first detection value S1 and the second detection value S2 are input to the first detection difference unit 146. The second detection value S2 is input to the first DS 100 from the second DS 110 via the EPU path 55. The first detection difference unit 146 calculates the difference between the first detection value S1 and the second detection value S2 as the first detection difference value S1a. The first zero difference unit 147 calculates the difference between zero and the first detection difference value S1a as the first zero difference value S1b. The first calculation unit 148 calculates the first calculation value C1c by feedback control such as PI control. For example, the first calculation unit 148 calculates the first calculation value C1c so that the first zero difference value S1b becomes zero. The first adder 149 adds the first command value C1 and the first calculation value C1c to calculate a first sum C1d. The first signal unit 145 calculates a first motor command using the first sum C1d.

[0207] In the second inverter control unit 91, the first detection value S1 and the second detection value S2 are input to the second detection difference unit 156. The first detection value S1 is input to the second DS 110 from the first DS 100 via the EPU path 55. The second detection difference unit 156 calculates the difference between the first detection value S1 and the second detection value S2 as the second detection difference value S2a. The second zero difference unit 157 calculates the difference between zero and the second detection difference value S2a as the second zero difference value S2b. The second calculation unit 158 ​​calculates the second calculation value C2c by feedback control such as PI control. The second calculation unit 158 ​​calculates the second calculation value C2c so that the second zero difference value S2b becomes zero, for example. The second adder 159 adds the second command value C2 and the second calculation value C2c to calculate the second addition value C2d. The second signal unit 155 calculates a second motor command using the second additional value C2d.

[0208] <Eleventh embodiment> In the eleventh embodiment, the integrated ECU 40 selectively performs the first cooperative control and the second cooperative control as the cooperative control. The configurations, actions, and effects not specifically described in the eleventh embodiment are similar to those in the first embodiment. The eleventh embodiment will be described mainly with respect to the points different from the first embodiment.

[0209] The flight control process performed by the master ECU 40 will be described with reference to the flowchart of Fig. 18. The master ECU 40 performs the processes of steps S101 to S109 in the same manner as in the first embodiment.

[0210] In this embodiment, if it is determined in step S105 that the speed difference is not too large, the supervisory ECU 40 proceeds to step S201. In step S201, the supervisory ECU 40 determines whether or not a DS abnormality has occurred. The DS abnormality is an abnormality that has occurred in the DS 100, 110, and is a change that has occurred in the DS 100, 110 within a range that does not cause an abnormality. For example, the supervisory ECU 40 determines whether or not the DS state difference is included in a predetermined abnormality range. Since the determination of whether or not the speed difference is too large is performed in step S105, in step S201, it is determined whether or not the DS state difference other than the speed difference is included in the abnormality range. If the DS state is included in the abnormality range, the supervisory ECU 40 determines that a DS abnormality has occurred. If the DS state difference other than the speed difference is not included in the abnormality range, the supervisory ECU 40 determines that a DS abnormality has not occurred.

[0211] DS abnormalities include temperature abnormalities, deterioration abnormalities, partial abnormalities, and the like. An example of a temperature abnormality is when the DS temperature difference reaches an abnormality range. The DS temperature difference is the difference between the temperature of the first DS 100 and the temperature of the second DS 110. The temperatures of the DS 100, 110 are detected as the temperatures of thermally weak parts or parts, such as the thermally weakest part. The temperatures of the DS 100, 110 are, for example, the motor temperature. When the DS temperature difference is a predetermined difference abnormality, the supervisory ECU 40 determines that the DS temperature difference is not within the abnormality range. Note that the cooling temperature may be used as the temperature of the DS 100, 110. The cooling temperature may be the refrigerant temperature of the cooling units 101, 111 or the temperature of the cooling fins.

[0212] An example of a deterioration abnormality occurring is when the deterioration state of the DS100, 110 reaches an abnormality range. The managing ECU 40 acquires the deterioration state of the DS100, 110 by using a deterioration index. The managing ECU 40 calculates a deterioration index as an index indicating the deterioration state of the DS100, 110, for example, and acquires the deterioration state by using the deterioration index. The managing ECU 40 calculates the deterioration index by using at least one of the current, voltage, and rotation speed of the motors 61, 71, for example. The managing ECU 40 also uses control commands such as command torques Tr1*, Tr2* to calculate the deterioration index. The managing ECU 40 may use the temperature of the DS100, 110 or the degree of temperature rise of the DS100, 110 to calculate the deterioration index. The managing ECU 40 may use the number of times an abnormality of the DS100, 110 is detected or the abnormality detection frequency in steps S101 to S103 to calculate the deterioration index. The supervisory ECU 40 may use the resistance value of the power path 32, the loss occurring in the power path 32, and the efficiency of the motors 61, 71 to calculate the deterioration index.

[0213] An example of a partial abnormality is a case where a partial abnormality occurs in the DS100, 110 within the range in which the DS100, 110 can be driven. An example of a partial abnormality is a partial failure of the DS100, 110, such as a partial loss of the output performance of the DS100, 110. An example of a partial failure of the DS100, 110 is a one-phase failure or a power supply limit. A one-phase failure occurs when one of the multiple phases of the motors 61, 71 fails. A power supply limit occurs when an abnormality occurs in the battery 31, which limits the input power input from the battery 31 to the DS100, 110.

[0214] If no DS abnormality has occurred, the supervisory ECU 40 proceeds to step S202 and performs the first cooperative control. If a DS abnormality has occurred, the supervisory ECU 40 proceeds to step S203 and performs the second cooperative control. In step S201, the supervisory ECU 40 determines whether the inverter control units 81, 91 should be coordinated by the first cooperative control or the second cooperative control. The function of the supervisory ECU 40 that executes the process of step S201 corresponds to an execution determination unit.

[0215] In step S202, the first cooperative control is the same as the cooperative control performed in step S110 in the first embodiment. In the first cooperative control, motor control is performed by the inverter control units 81 and 91 so that the output of the first motor 61 and the output of the second motor 71 become equal. The function of the supervisory ECU 40 that executes the process of step S202 corresponds to a first execution unit.

[0216] In step S203, in the second coordinated control, motor control is performed by the inverter control units 81, 91 so as to generate an output difference between the output of the first motor 61 and the output of the second motor 71. The function of the supervisory ECU 40 that executes the process of step S203 corresponds to a second execution unit.

[0217] In the second cooperative control, the ratio of the contributions is set so that the contributions to the output of the motors 61, 71 differ between the first state-related value and the second state-related value. In the second cooperative control, the ratio of the contributions is adjusted to control the output distribution of the motors 61, 71. When a command output is used as the state-related value, the ratio of the contributions is set so that the contributions to the output of the motors 61, 71 differ between the first command output and the second command output.

[0218] The contribution ratio is set according to the magnitude relationship between the first state-related value and the second state-related value. For example, in a configuration in which the temperatures of the DSs 100 and 110 are used as the state-related values, the contribution ratio is set so that when the DS temperature difference reaches the abnormality range, the motor output of the DS 100 or 110 with the higher temperature decreases and the motor output of the DS with the lower temperature increases. Furthermore, the contribution ratio is set so that the difference in motor output increases as the DS temperature difference increases.

[0219] In a configuration in which the deterioration indexes of the DS100 and 110 are used as the state-related values, when the deterioration states of the DS100 and 110 reach the abnormality range, the contribution ratio is set so that the motor output of the more deteriorated of the DS100 and 110 decreases. For the less deteriorated of the DS100 and 110, the contribution ratio is set so that the motor output increases. Furthermore, the contribution ratio is set so that the difference in motor output increases as the difference in the deterioration states increases.

[0220] In the second cooperative control, the ratio of the contribution is set in consideration of the operation mode of the DS 100, 110. For example, when the operation mode is a normal mode, the ratio of the contribution is set so that the output difference between the motors 61, 71 is minimized. Also, when the operation mode is a start-up mode, the ratio of the contribution is set so that the output of the leading motor 61, 71 is reduced and the output of the lagging motor is increased.

[0221] In the second cooperative control, the distribution of the control amount between the first DS 100 and the second DS 110 is adjusted. That is, the output of the motors 61, 71 is adjusted by the state-related value exchanged between the first inverter control unit 81 and the second inverter control unit 91. For example, in the second cooperative control, it is preferable that the cooperative torques Tr1C, Tr2C are calculated from the command torques Tr1*, Tr2* using the ratio of the contribution degree, rather than being the average value of the command torques Tr1*, Tr2*. For example, the cooperative torques Tr1C, Tr2C are calculated by multiplying the sum of the first command torque Tr1* and the second command torque Tr2* by the ratio of the contribution degree. As a result, the first cooperative torque Tr1C and the second cooperative torque Tr2C have different values, and the distribution of the motor currents Im1, Im2, which are the control amounts, is adjusted.

[0222] In addition, in a configuration in which the first inverter control unit 81 and the second inverter control unit 91 exchange the detection values ​​S1 and S2 as in the ninth embodiment, it is preferable that the ratio commands C1b and C2b are calculated from the command values ​​C1 and C2 using the ratio of the contribution degree. For example, the ratio commands C1b and C2b are calculated by multiplying the sum of the first detection value S1 and the second detection value S2 by the ratio of the contribution degree. As a result, the first ratio command C1b and the second ratio command C2b become different values, and the distribution of the detection values ​​S1 and S2, which are the controlled variables, is adjusted.

[0223] According to this embodiment, the supervisory ECU 40 can selectively execute the first cooperative control and the second cooperative control. In this configuration, it is possible to selectively use a case where the outputs of the motors 61, 71 are equalized and a case where the outputs of the motors 61, 71 are differentiated. Therefore, by coordinating the motors 61, 71 according to the state of the motors 61, 71, it is possible to reduce the load on the motors 61, 71.

[0224] According to this embodiment, in the second cooperative control, the output difference between the motors 61 and 71 is adjusted according to the state of the motors 61 and 71. In this configuration, the output difference between the motors 61 and 71 is adjusted so that the output of one of the motors 61 and 71 is reduced and the output of the other is increased, thereby reducing the load on the motors 61 and 71.

[0225] In this embodiment, the distribution of the control amount between the first DS100 and the second DS110 is adjusted according to the state-related value. For example, when the overheat state of the DS100, 110 occurs, the distribution of the command output such as the command torque Tr1*, Tr2* and the motor information such as the motor current Im1, Im2 is adjusted according to the state-related value including the temperature information of the DS100, 110. In this case, the overheat state of the DS100, 110 can be eliminated early. Also, when the deterioration of the DS100, 110 progresses, the distribution of the command output and the motor information is adjusted according to the state-related value including the deterioration state of the DS100, 110. In this case, the burden on the motors 61, 71 can be reduced so that the deterioration of the DS100, 110 does not progress easily.

[0226] In this embodiment, the distribution of the control amount between the first DS 100 and the second DS 110 is adjusted according to the operation mode of the DSs 100 and 110. In this configuration, the distribution of the control amount depending on the operation mode can be optimized. This enables more effective design optimization of the EPU 50. For example, in the EPU 50, the configuration related to the thermal design, the configuration for ensuring the operation time in the event of an abnormality, and the configuration related to deterioration suppression can be optimized.

[0227] In this embodiment, the outputs of the motors 61, 71 are adjusted according to the difference between the first state-related value for the first DS 100 and the second state-related value for the second DS 110. When the difference in the state-related values ​​has a large effect on the DSs 100, 110, more effective design optimization is possible by not equalizing the outputs of the motors 61, 71. For example, by performing cooperative control so as to generate an output difference between the motors 61, 71, it is possible to optimize the configuration related to thermal design, the configuration that can ensure operation time in the event of an abnormality, and the configuration related to deterioration suppression.

[0228] <Twelfth embodiment> In the first embodiment, one motor has only one multi-phase motor coil. For example, the first motor 61 has only one three-phase first motor coil 62. In contrast, in the twelfth embodiment, one motor has multiple multi-phase motor coils. Configurations, actions, and effects not specifically described in the twelfth embodiment are similar to those in the first embodiment. The twelfth embodiment will be described mainly with respect to the differences from the first embodiment.

[0229] As shown in FIG. 19, the EPU 50 has a common coil 172 instead of the motor coils 62, 72. The common coil 172 is a multi-phase coil. The common coil 172 can be electrically divided into a plurality of coils. For example, the plurality of coils into which the common coil 172 can be divided include a first coil 172A and a second coil 172B. The first coil 172A and the second coil 172B are each a multi-phase coil. For example, two three-phase coils, the first coil 172A and the second coil 172B, form a six-phase coil, the common coil 172. In the common coil 172, the first coil 172A and the second coil 172B are arranged in the circumferential direction CD. For example, a plurality of coil portions forming the first coil 172A and a plurality of coil portions forming the second coil 172B are arranged alternately in the circumferential direction CD.

[0230] The common coil 172 is included in the common motor 171. In the common motor 171, the motor stator has a common core. The common core is a stator core common to the first coil 172A and the second coil 172B. The first coil 172A and the second coil 172B are instrumented on the common core, so that the common coil 172 has a dual-system winding.

[0231] The common motor 171 has a common rotor 173 in addition to the common coil 172. The common rotor 173 rotates when electricity is applied to the common motor 171. The common rotor 173 is provided so as to rotate when electricity is applied to at least one of the first coil 172A and the second coil 172B. For example, the common rotor 173 is in a state of being stretched across the first coil 172A and the second coil 172B. When electricity is applied to both the first coil 172A and the second coil 172B, the common motor 171 is driven in six-phase driving. In the six-phase driving, the common motor 171 is driven as a six-phase motor, and the common rotor 173 rotates as a rotor of the six-phase motor. In FIG. 19, the common rotor 173 is illustrated as Rot.

[0232] The common motor 171 includes a first motor 171A and a second motor 171B. The first motor 171A includes a first coil 172A. The second motor 171B includes a second coil 172B. When both the first coil 172A and the second coil 172B are energized, the common motor 171 is driven in six phases by the first motor 171A and the second motor 171B. On the other hand, when only the first coil 172A is energized, the common motor 171 is driven in three phases. In this case, the common motor 171 is driven as a three-phase motor by the first motor 171A. When only the second coil 172B is energized, the common motor 171 is also driven in three phases. In this case, the common motor 171 is driven as a three-phase motor by the second motor 171B. The common rotor 173 is included in both the first motor 171A and the second motor 171B.

[0233] In the common motor 171, the first motor current Im1 flows through the first coil 172A, and the second motor current Im2 flows through the second coil 172B. The first motor current Im1 flows through the first coil 172A whether the common motor 171 is driven as a six-phase motor or a three-phase motor. The first motor current Im1 corresponds to the first coil current. The second motor current Im2 flows through the second coil 172B whether the common motor 171 is driven as a six-phase motor or a three-phase motor. The second motor current Im2 corresponds to the second coil current.

[0234] The common motor 171 is included in a common motor device 170. The common motor device 170 has a housing that accommodates the common motor 171. This housing accommodates a common coil 172. That is, a first coil 172A and a second coil 172B are accommodated together in this housing.

[0235] The common motor device 170 is included in the common DS 160. In addition to the common motor device 170, the common DS 160 has a first inverter device 80 and a second inverter device 90. In the common DS 160, for example, the common motor device 170 and the inverter devices 80, 90 are arranged in the axial direction AD. Note that in the common DS 160, the first inverter device 80 and the second inverter device 90 may be arranged in the radial direction RD. In this configuration, the common motor device 170 may be provided in a state in which it is stretched across the first inverter device 80 and the second inverter device 90 in the radial direction RD.

[0236] The common DS160 has a first DS160A and a second DS160B. The first DS160A has a first inverter device 80 and a first coil 172A. The second DS160B has a second inverter device 90 and a second coil 172B. When the common motor 171 is driven in six phases, the common DS160 is driven as a six-phase DS by the first DS160A and the second DS160B. When the common motor 171 is driven in three phases by energizing the first coil 172A, the common DS160 is driven as a three-phase first DS160A. When the common motor 171 is driven in three phases by energizing the second coil 172B, the common DS160 is driven as a three-phase second DS160B.

[0237] In the common DS 160, the common rotor 173 is connected to the EPU shaft 51. The EPU shaft 51 connects the common rotor 173 and the propeller 20. In the common DS 160, when the common motor 171 is driven in six phases, cooperative control is performed so that the output of the first motor 171A and the output of the second motor 171B are the same. The output of the first motor 171A is, for example, a first motor current Im1 flowing through the first coil 172A. The output of the second motor 171B is, for example, a second motor current Im2 flowing through the second coil 172B.

[0238] When driving the common motor 171 in six phases, the inverter control units 81 and 91 exchange first state-related data of the first motor 171A and second state-related data of the second motor 171B. The inverter control units 81 and 91 use both the first state-related data and the second state-related data to drive the common motor 171 in six phases by the motors 171A and 171B. For example, the first inverter control unit 81 and the second inverter control unit 91 mutually transmit detection values ​​of the d-axis current Id and the q-axis current Iq as motor information. The first inverter control unit 81 and the second inverter control unit 91 may mutually transmit detection values ​​of phase currents as motor information.

[0239] When the common motor 171 is driven in six phases, the inverter control units 81 and 91 mutually transmit a synchronization signal Ss for synchronizing the first DS 160A and the second DS 160B. The synchronization signal Ss is transmitted, for example, via the EPU path 55. In this manner, it is preferable that the synchronization signal Ss is transmitted in a manner that does not cause or has little delay associated with the transmission. The synchronization signal Ss is transmitted in one direction or two directions between the first inverter control unit 81 and the second inverter control unit 91. When the common motor 171 is driven in six phases, it is preferable to synchronize the switching of the inverter circuits 85 and 95 between the first DS 160A and the second DS 160B. This makes it possible to suppress magnetic interference occurring between the first DS 160A and the second DS 160B.

[0240] In the common DS 160, oscillations due to mutual inductance are likely to occur due to the realization of two-system windings of the common coil 172 by the coils 172A and 172B. In the inverter control units 81 and 91, it is preferable to set a control constant so as to suppress the P gain in feedback control including the P control. This suppresses the P gain, which is easily affected by the mutual inductance, and as a result, oscillations are suppressed.

[0241] The general ECU 40 and inverter control units 81, 91 perform current sum control and current difference control for the two-system windings of the common motor 171. The current sum control controls the current flowing through the common motor 171 as a current sum Ia of the two-system windings. The current sum Ia is the sum of the first motor current Im1 flowing through the first coil 172A and the second motor current Im2 flowing through the second coil 172B. The current difference control controls the difference between the currents flowing through the two-system windings as a current difference Ic. The current difference Ic is the difference between the first motor current Im1 and the second motor current Im2. The current difference control performs cooperative control by controlling the motor currents Im1 and Im2 so that the current difference Ic becomes zero.

[0242] 20, the flight system 30 has a current sum control unit 180. The current sum control unit 180 controls the motor currents Im1 and Im2 by controlling the current sum Ia. The current sum control unit 180 is included in at least one of the general ECU 40 and the inverter control units 81 and 91.

[0243] The current sum control unit 180 has a sum calculation unit 181, a command difference unit 182, and a sum operation unit 183. The first motor current Im1 and the second motor current Im2 are input to the sum calculation unit 181. The sum calculation unit 181 calculates the sum of the first motor current Im1 and the second motor current Im2 as a current sum Ia. The command difference unit 182 receives the command current I* and the current sum Ia. The command current I* is a command value for the output of the motors 61, 71. The command current I* is a command value for the motor currents Im1, Im2, and is calculated using a command torque, etc. The command difference unit 182 calculates the difference between the command current I* and the current sum Ia as a command current difference Ib.

[0244] The sum calculation unit 183 calculates the command voltage Va by feedback control such as PI control. For example, the sum calculation unit 183 calculates the command voltage Va so that the command current difference Ib becomes zero. The sum calculation unit 183 outputs the command voltage Va to each of the inverter circuits 85 and 95. The inverter circuits 85 and 95 perform power conversion according to the command voltage Va to drive the motors 61 and 71. In FIG. 20, the sum calculation unit 183 is illustrated as PI.

[0245] 21, the flight system 30 has a current difference control unit 190 and general command units 200A, 200B in addition to a current sum control unit 180. The current difference control unit 190 is included in at least one of the master ECU 40 and the inverter control units 81, 91.

[0246] The current difference control unit 190 has a difference calculation unit 191, a zero difference unit 192, and a difference calculation unit 193. The first motor current Im1 and the second motor current Im2 are input to the difference calculation unit 191. The difference calculation unit 191 calculates the difference between the first motor current Im1 and the second motor current Im2 as a current difference Ic. The zero difference unit 192 calculates the difference between zero and the current difference Ic as a zero current difference Iz. The difference calculation unit 193 calculates a command voltage Vb by feedback control such as PI control. The difference calculation unit 193 calculates the command voltage Vb so that, for example, the zero current difference Iz becomes zero.

[0247] In the current difference control unit 190, making the zero current difference Iz zero means making the first motor current Im1 and the second motor current Im2 the same. Therefore, the current difference control unit 190 controls the motors 61, 71 so that the output of the first motor 171A and the output of the second motor 171B are the same. The current difference control unit 190 corresponds to a motor control unit. In FIG. 21, the difference calculation unit 193 is illustrated as PI.

[0248] The overall command units 200A and 200B calculate overall voltages Vab1 and Vab2 using the command voltages Va and Vb. The overall command units 200A and 200B receive the command voltage Va from the current sum control unit 180 and the command voltage Vb from the current difference control unit 190. The overall command units 200A and 200B calculate, for example, the average value of the command voltages Va and Vb as the overall voltages Vab1 and Vab2. The first overall command unit 200A calculates a first overall voltage Vab1 and outputs it to the first inverter circuit 85. The second overall command unit 200B calculates a second overall voltage Vab2 and outputs it to the second inverter circuit 95. The overall command units 200A and 200B may variably set the ratio at which the command voltages Va and Vb contribute to the overall voltages Vab1 and Vab2.

[0249] The supervisory ECU 40 selectively uses the current sum control unit 180 and the current difference control unit 190 depending on the motor state and the like. The supervisory ECU 40 also selectively uses six-phase drive and three-phase drive of the common motor 171 depending on the motor state and the like. For example, if an abnormality occurs in the first coil 172A, the supervisory ECU 40 stops energizing the first coil 172A and energizes the second coil 172B. In this case, the supervisory ECU 40 drives the common motor 171 in three phases by independently driving the second motor 171B.

[0250] If an abnormality occurs in the communication system of the EPU 50, the supervisory ECU 40 drives the common motor 171 in six phases by independently driving the first motor 171A and the second motor 171B. In this case, the supervisory ECU 40 controls the common motor 171 using the current sum control unit 180 without using the current difference control unit 190. The supervisory ECU 40 does not perform cooperative control of the first motor 171A and the second motor 171B by the current difference control unit 190. Abnormalities in the communication system include an abnormality that occurs in the information transmission between the systems in the common motor 171, an abnormality due to a failure in the interface, and the like.

[0251] When no abnormality occurs in the EPU 50, the supervisory ECU 40 controls the common motor 171 using both the current sum control unit 180 and the current difference control unit 190. In this case, the supervisory ECU 40 controls the current sum Ia of two systems, the first coil 172A and the second coil 172B, while controlling the current difference Ic of the two systems. The supervisory ECU 40 uses the current difference control unit 190 to perform cooperative control of the first motor 171A and the second motor 171B.

[0252] According to this embodiment, the current difference control unit 190 controls the motors 61, 71 so that the output of the first motor 61 is the same as the output of the second motor 71. Therefore, the current difference control unit 190 can reduce the burden on each of the first motor 61 and the second motor 71, similar to the first embodiment.

[0253] According to this embodiment, in the common motor 171, the common rotor 173 is included in both the first motor 171A and the second motor 171B. Therefore, by selectively driving the first motor 171A and the second motor 171B, the common motor 171 can be selectively driven in six phases or three phases. Moreover, the first motor 61 and the second motor 71 are controlled so that the first motor current Im1 and the second motor current Im2 are the same. Therefore, when the common motor 171 is driven in six phases by the first motor 171A and the second motor 171B, the output of the first motor 171A and the output of the second motor 171B can be equalized. Therefore, when the common motor 171 is driven in six phases, the load on each of the first motor 171A and the second motor 171B can be reduced in a situation where the first motor 171A and the second motor 171B are driven in three phases. This makes it possible to stabilize the control of the motors 171A and 171B with respect to the six-phase drive of the common motor 171.

[0254] <Thirteenth embodiment> In the twelfth embodiment, cooperative control is performed so that the current difference Ic, which is the difference between the motor currents Im1 and Im2, becomes zero. In contrast, in the thirteenth embodiment, when an abnormality occurs in the current difference Ic, an abnormality resolution process is performed to resolve the abnormality. The configurations, actions, and effects of the thirteenth embodiment that are not specifically described are the same as those of the twelfth embodiment. The thirteenth embodiment will be described mainly with respect to the points that are different from the twelfth embodiment.

[0255] In this embodiment, similarly to the twelfth embodiment, the common rotor 173 is included in both the first motor 171A and the second motor 171B. Therefore, in this embodiment, as a state difference between the first motor 171A and the second motor 171B, there is no speed difference among the speed difference and the current difference Ic. In this embodiment, when an abnormality occurs in the current difference Ic, the supply of current to at least one of the first motor current Im1 and the second motor current Im2 is limited.

[0256] The flight control process of this embodiment will be described with reference to the flowchart of Fig. 22. In step S301 of the flight control process, the supervisory ECU 40 determines whether or not over-rotation of the propeller 20 has occurred. For example, the supervisory ECU 40 determines whether or not the rotation speed of the propeller 20 is greater than a propeller threshold. The propeller threshold is a value determined in advance according to the rated values ​​of the EPU 50 and the common motor device 170, and is stored in, for example, the memory 40b. The propeller threshold may be variably set according to the flight mode of the eVTOL 10, etc.

[0257] The supervisory ECU 40 determines whether the rotation of the propeller 20 is abnormal by determining whether the propeller 20 has over-rotated. When the propeller 20 has over-rotated, the supervisory ECU 40 determines that the propeller 20 has an abnormal rotation. The supervisory ECU 40 may determine whether the propeller 20 as a rotating body has an abnormal rotation by using the motor rotation speed or the EPU shaft 51 rotation speed. For example, the supervisory ECU 40 determines whether the rotation speed of the common motor 171 is greater than a motor threshold value, and if the rotation speed is greater, determines that an abnormality has occurred in the rotating body. The supervisory ECU 40 determines whether the rotation speed of the EPU shaft 51 is greater than an EPU threshold value, and if the rotation speed is greater, determines that an abnormality has occurred in the rotating body. The motor threshold value and the EPU threshold value may be predetermined values ​​or may be variably set, similar to the propeller threshold value.

[0258] If over-rotation of the propeller 20 is not occurring, the supervisory ECU 40 proceeds to step S320 and performs cooperative control processing. In the cooperative control processing, similar to the twelfth embodiment, cooperative control is performed so that the output of the first motor 171A and the output of the second motor 171B are the same. For example, the supervisory ECU 40 controls the motor currents Im1 and In2 so that the first motor current Im1 and the second motor current Im2 are the same.

[0259] When over-rotation of the propeller 20 occurs, the supervisory ECU 40 determines whether or not an abnormality has occurred in the current difference Ic in steps S302 and S311. For example, the supervisory ECU 40 determines whether or not the current difference Ic is greater than a current threshold value α. When the current difference Ic is greater than the current threshold value α, the supervisory ECU 40 determines that an abnormality has occurred in the current difference Ic. When the first motor current Im1 is greater than the second motor current Im2, a determination is made in step S302 as to whether or not the current difference Ic is greater than the current threshold value α. When the second motor current Im2 is greater than the first motor current Im1, a determination is made in step S311 as to whether or not the current difference Ic is greater than the current threshold value α.

[0260] In step S302, the supervisory ECU 40 determines whether the first current difference Ic1 is greater than a first threshold value α1. The first current difference Ic1 is a value obtained by subtracting the second motor current Im2 from the first motor current Im1. The first current difference Ic1 is the current difference Ic in a state in which the first motor current Im1 is greater than the second motor current Im2. The first current difference Ic1 and the current difference Ic correspond to the motor current difference.

[0261] The first threshold value α1 is a predetermined value and is stored in the memory 40b or the like. The first threshold value α1 is the upper limit of the allowable range for a state in which the first motor current Im1 is greater than the second motor current Im2. The first threshold value α1 is set according to the rated currents of the inverter devices 80, 90 and the common motor device 170, and the like. For example, the first threshold value α1 is set to a value that is 10% or less of the rated values ​​of the first motor current Im1 and the second motor current Im2. The first threshold value α1 may be variably set according to the flight mode, and the like.

[0262] If the first current difference Ic1 is greater than the first threshold value α1, the supervisory ECU 40 proceeds to step S303. In step S303, the supervisory ECU 40 performs a process for the second inverter device 90 to drive the common motor 171 alone. In this process, only the second inverter device 90 supplies power to the common motor device 170, so that the common motor 171 is three-phase driven by the second inverter device 90. In this case, the common motor 171 is three-phase driven by the second motor current Im2.

[0263] The supervisory EPU 50 continues driving the second inverter device 90 while stopping the driving of the first inverter device 80. That is, the supervisory ECU 40 continues supplying the second motor current Im2 to the common motor 171 while stopping supplying the first motor current Im1. The second motor current Im2 may or may not increase or decrease before and after the second inverter device 90 starts to drive the common motor 171 alone. The function of the supervisory ECU 40 that executes the process of step S303 corresponds to a large stop unit.

[0264] In step S304, the supervisor ECU 40 determines whether or not the overspeed of the propeller 20 has been resolved. For example, the supervisor ECU 40 determines whether or not the rotation speed of the propeller 20 has become smaller than a propeller threshold value. When the supply of the first motor current Im1 to the common motor 171 is stopped and the overspeed of the propeller 20 is resolved, the supervisor ECU 40 proceeds to step S305.

[0265] The supervisory ECU 40 performs first inverter abnormality processing in step S305. In the first inverter abnormality processing, the supervisory ECU 40 determines that the cause of the rotation abnormality of the propeller 20 is at least the first inverter device 80. For example, in the first inverter abnormality processing, it is determined that the cause of the overrotation of the propeller 20 is at least the first motor current Im1. In the first inverter abnormality processing, processing is performed to continue the flight of the eVTOL 10 with the drive of the first inverter device 80 stopped. In addition, in the first inverter abnormality processing, the occurrence of an abnormality in the first inverter device 80 and the fact that the drive of the first inverter device 80 has been stopped are notified to the pilot, etc.

[0266] If the over-rotation of the propeller 20 is not resolved even when the second inverter device 90 solely drives the common motor 171, the supervisory ECU 40 proceeds to step S306. In step S306, the supervisory ECU 40 performs processing for the first inverter device 80 solely driving the common motor 171. In this processing, only the first inverter device 80 supplies power to the common motor device 170, so that the common motor 171 is three-phase driven by the first inverter device 80. In this case, the common motor 171 is three-phase driven by the first motor current Im1.

[0267] The supervisory EPU 50 continues driving the first inverter device 80 while stopping the driving of the second inverter device 90. That is, the supervisory ECU 40 continues supplying the first motor current Im1 to the common motor 171 while stopping supplying the second motor current Im2. The first motor current Im1 may or may not increase or decrease before and after the first inverter device 80 starts to drive the common motor 171 alone. The function of the supervisory ECU 40 to execute the process of step S308 corresponds to a minor stop unit.

[0268] In step S307, the master ECU 40 determines whether or not the overspeed of the propeller 20 has been resolved. When the supply of the second motor current Im2 to the common motor 171 is stopped and the overspeed of the propeller 20 has been resolved, the master ECU 40 proceeds to step S308.

[0269] The supervisory ECU 40 performs second inverter abnormality processing in step S308. In the second inverter abnormality processing, the supervisory ECU 40 determines that the cause of the rotation abnormality of the propeller 20 is at least the second inverter device 90. For example, in the second inverter abnormality processing, it is determined that the cause of the overrotation of the propeller 20 is at least the second motor current Im2. In the second inverter abnormality processing, processing is performed to continue the flight of the eVTOL 10 with the drive of the second inverter device 90 stopped. In addition, in the second inverter abnormality processing, the occurrence of an abnormality in the second inverter device 90, the stop of the drive of the second inverter device 90, and the like are notified to the pilot, etc.

[0270] If the over-rotation of the propeller 20 is not resolved even if either the first inverter device 80 or the second inverter device 90 drives the common motor 171 alone, the supervisory ECU 40 proceeds to step S309. The supervisory ECU 40 performs a process for stopping the common motor 171 in step S309. In this process, the power supply from the first inverter device 80 and the second inverter device 90 to the common motor device 170 is stopped. The supervisory ECU 40 stops the supply of both the first motor current Im1 and the second motor current Im2 to the common motor 171. That is, the supervisory ECU 40 stops the drive of the EPU 50 to stop the rotation of the propeller 20. The function of the supervisory ECU 40 that executes the process of step S309 corresponds to a both-stopping unit.

[0271] The supervisory ECU 40 performs EPU abnormality processing in step S310. In the EPU abnormality processing, the supervisory ECU 40 determines that the rotation abnormality of the propeller 20 cannot be resolved. For example, in the EPU abnormality processing, it is determined that at least the EPU 50 is the cause of the rotation abnormality of the propeller 20. Then, in the EPU abnormality processing, in a state in which the rotation of the propeller 20 is stopped, processing is performed to continue the flight of the eVTOL 10 by the remaining propeller 20. In addition, in the EPU abnormality processing, the pilot, etc. are notified that an abnormality has occurred in the EPU 50, that the drive of the EPU 50 has been stopped, and that the rotation of the propeller 20 has been stopped.

[0272] In step S302, if the first current difference Ic1 is not greater than the first threshold value α1, the supervisory ECU 40 proceeds to step S311. In step S311, the supervisory ECU 40 determines whether the second current difference Ic2 is greater than the second threshold value α2. The second current difference Ic2 is a value obtained by subtracting the first motor current Im1 from the second motor current Im2. The second current difference Ic2 is the current difference Ic in a state in which the second motor current Im2 is greater than the first motor current Im1. The second current difference Ic2 corresponds to the motor current difference.

[0273] The second threshold value α2 is a predetermined value and is stored in the memory 40b or the like. The second threshold value α2 is the upper limit of the allowable range for a state in which the second motor current Im2 is greater than the first motor current Im1. The second threshold value α2 is set according to the rated currents of the inverter devices 80, 90 and the common motor device 170, and the like. For example, the second threshold value α2 is set to a value that is 10% or less of the rated values ​​of the first motor current Im1 and the second motor current Im2. The second threshold value α2 may be variably set according to the flight mode, and the like.

[0274] If the second current difference Ic2 is greater than the second threshold value α2, the supervisory ECU 40 proceeds to step S312. In step S312, the supervisory ECU 40 performs a process for the first inverter device 80 to drive the common motor 171 alone, similar to step S306. In this step S312, the supervisory EPU 50 continues driving the first inverter device 80, while stopping the driving of the second inverter device 90. The function of the supervisory ECU 40 that performs the process of step S312 corresponds to a large stop unit.

[0275] In step S313, the supervisory ECU 40 determines whether or not the overspeed of the propeller 20 has been resolved. When the overspeed of the propeller 20 has been resolved by stopping the supply of the second motor current Im2 to the common motor 171, the supervisory ECU 40 proceeds to step S314. In step S314, the supervisory ECU 40 performs the second inverter abnormality process in the same manner as in step S308.

[0276] If the over-rotation of the propeller 20 is not resolved even when the first inverter device 80 solely drives the common motor 171, the supervisory ECU 40 proceeds to step S315. In step S315, the supervisory ECU 40 performs processing for the second inverter device 90 solely to drive the common motor 171, similar to step S303 described above. In this step S315, the supervisory EPU 50 continues driving the first inverter device 80 while stopping the driving of the second inverter device 90. The function of the supervisory ECU 40 that executes the processing of step S315 corresponds to a minor stop unit.

[0277] In step S316, the supervisory ECU 40 determines whether or not the overspeed of the propeller 20 has been resolved. When the overspeed of the propeller 20 has been resolved by stopping the supply of the first motor current Im1 to the common motor 171, the supervisory ECU 40 proceeds to step S317. In step S317, the supervisory ECU 40 performs the first inverter abnormality process, similar to step S305.

[0278] If the over-rotation of the propeller 20 is not resolved even if either the first inverter device 80 or the second inverter device 90 alone drives the common motor 171, the supervisory ECU 40 proceeds to step S318. In step S318, the supervisory ECU 40 performs a process for stopping the common motor 171, similar to step S309 described above. In this step S318, the supervisory ECU 40 stops the drive of the EPU 50, thereby stopping the rotation of the propeller 20. The function of the supervisory ECU 40 that executes the process of step S318 corresponds to both stop units.

[0279] In step S319, the supervisor ECU 40 performs the EPU abnormality processing in the same manner as in step S310. In step S311, when the second current difference Ic2 is not greater than the second threshold value α2, the supervisor ECU 40 performs the processing of steps S318 and S319.

[0280] According to this embodiment, the inverter control unit 81 can execute both of the following: continuing the supply of the larger of the first motor current Im1 and the second motor current Im2 and stopping the supply of the smaller one; and continuing the supply of the smaller one and stopping the supply of the larger one. In this configuration, in a state where a rotation abnormality of the propeller 20 occurs, it is possible to check whether or not the rotation abnormality of the propeller 20 is resolved in both cases where the supply of only the larger of the motor currents Im1 and Im2 is continued and where the supply of only the smaller one is continued. Therefore, it is possible to continue the rotation of the propeller 20 by continuing the supply of the motor currents Im1 and Im2 in a state where the rotation abnormality of the propeller 20 is resolved. In this way, a configuration can be realized in which the propeller 20 does not need to be stopped even if a rotation abnormality of the propeller 20 occurs.

[0281] When over-rotation occurs in the propeller 20, it is highly likely that the larger of the first motor current Im1 and the second motor current Im2 is the cause of the over-rotation. Therefore, in this embodiment, when over-rotation occurs in the propeller 20, only the larger of the motor currents Im1 and Im2 is stopped before only the smaller of the motor currents Im1 and Im2 is stopped. In this configuration, it is highly likely that the over-rotation of the propeller 20 can be eliminated at an earlier timing than, for example, a configuration in which only the smaller of the motor currents Im1 and Im2 is stopped before only the larger of the motor currents Im1 and Im2 is stopped. Therefore, it is possible to quickly eliminate the problem of the safety of the eVTOL 10 being reduced due to the continued rotation abnormality of the propeller 20.

[0282] When the propeller 20 is over-rotating at an overspeed and it is not clear whether the first inverter device 80 or the second inverter device 90 is the cause, the larger of the first motor current Im1 and the second motor current Im2 is stopped first in the EPU 50. Since over-rotation of the propeller 20 is a state in which the EPU 50 is producing excessive output, it is highly likely that an abnormality such as a failure has occurred in the inverter device 80, 90 which has the larger current. For this reason, by stopping the larger of the first motor current Im1 and the second motor current Im2 first, it is highly likely that the over-rotation of the propeller 20 can be quickly responded to.

[0283] If the propeller 20 is stopped immediately when the propeller 20 over-rotates, there is a concern that the safety of the eVTOL 10 may be reduced. In contrast, according to the present embodiment, a method is explored for not stopping the rotation of the propeller 20 even when the propeller 20 over-rotates, so that the safety of the eVTOL 10 may be prevented from being reduced.

[0284] According to this embodiment, when the rotation abnormality of the propeller 20 is not resolved by stopping only the larger of the motor currents Im1 and Im2, the supervisor ECU 40 stops only the smaller of the motor currents. In this configuration, when the rotation abnormality of the propeller 20 cannot be resolved by stopping the larger of the motor currents Im1 and Im2, it is possible to determine whether the rotation abnormality of the propeller 20 can be resolved by stopping the smaller of the motor currents. In other words, it is possible to determine whether the overrotation of the propeller 20 will be resolved by switching the drive inverters that are driven to rotate the propeller 20.

[0285] Furthermore, if the rotation abnormality of the propeller 20 is not resolved even when the smaller of the motor currents Im1 and Im2 is stopped, it can be determined that the rotation abnormality of the propeller 20 will not be resolved even when the supply of either of the motor currents Im1 and Im2 is stopped. In other words, it can be determined that the over-rotation of the propeller 20 will not be resolved even if the drive inverter that is being driven to rotate the propeller 20 is replaced.

[0286] When the propeller 20 over-rotates, the eVTOL 10 is likely to be in a situation where the master ECU 40 cannot control the rotation of the propeller 20. For this reason, there is a concern that the safety of the eVTOL 10 may be reduced due to the over-rotation of the propeller 20. In contrast, according to the present embodiment, if the rotation abnormality of the propeller 20 is not resolved in either the case where only the larger of the motor currents Im1 and Im2 is stopped, or the case where only the smaller of the motor currents is stopped, the master ECU 40 stops the energization of both. In this configuration, the rotation of the propeller 20 is stopped in conjunction with the stop of the energization of the motor currents Im1 and Im2, so that the over-rotation of the propeller 20 can be quickly resolved. For this reason, it is possible to suppress the master ECU 40 being unable to control the rotation of the propeller 20, thereby reducing the safety of the eVTOL 10.

[0287] <Fourteenth embodiment> In the thirteenth embodiment, both of stopping the larger of the motor currents Im1 and Im2 and stopping the smaller of the motor currents are possible. In contrast to this, in the fourteenth embodiment, either stopping the larger of the motor currents Im1 and Im2 or stopping the smaller of the motor currents is possible. The configurations, actions, and effects not specifically described in the fourteenth embodiment are the same as those in the fourteenth embodiment. The fourteenth embodiment will be described mainly with respect to the differences from the fourteenth embodiment.

[0288] In this embodiment, the inverter control unit 81 can stop only the larger of the motor currents Im1 and Im2, or can stop only the smaller of the two, and can only stop the larger of the two. The inverter control unit 81 has a function to stop only the larger of the motor currents Im1 and Im2, but does not have a function to stop only the smaller of the two.

[0289] The flight control process of this embodiment will be described with reference to the flowchart of Fig. 23. The supervisory ECU 40 can execute the processes of steps S301 to S305, S309 to S314, and S318 to S320, similar to the thirteenth embodiment. However, unlike the thirteenth embodiment, the supervisory ECU 40 does not execute the processes of steps S306 to S308, and S315 to S317. The supervisory ECU 40 has a large stop section and both stop sections, but does not have a small stop section.

[0290] For example, in step S304, if the overspeed of the propeller 20 is not resolved even when the driving of the first inverter device 80 is stopped, the supervisory ECU 40 performs the processes of steps S309 and S310. That is, if the first motor current Im1 is abnormally larger than the second motor current Im2, the supervisory ECU 40 does not check whether the overspeed of the propeller 20 will be resolved by stopping the driving of the second inverter device 90. The supervisory ECU 40 stops the driving of both inverter devices 80 and 90 in step S309, since it is not highly likely that the overspeed of the propeller 20 will be resolved even if the second motor current Im2, which is the smaller of the motor currents Im1 and Im2, is cut off.

[0291] In addition, in step S313, if the overspeed of the propeller 20 is not resolved even when the drive of the second inverter device 90 is stopped, the supervisory ECU 40 performs the processes of steps S318 and S319. That is, if the second motor current Im2 is abnormally larger than the first motor current Im1, the supervisory ECU 40 does not check whether the overspeed of the propeller 20 will be resolved by stopping the drive of the first inverter device 80. The supervisory ECU 40 stops the drive of both inverter devices 80 and 90 in step S309, since it is not highly likely that the overspeed of the propeller 20 will be resolved even if the first motor current Im1, which is the smaller of the motor currents Im1 and Im2, is cut off.

[0292] <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.

[0293] In each of the above embodiments, the command output exchanged between the first inverter control unit 81 and the second inverter control unit 91 may be a parameter different from the command torques Tr1*, Tr2*. For example, the first inverter control unit 81 and the second inverter control unit 91 may exchange command speeds Sr1*, Sr2* or command currents Im1*, Im2* as command outputs. For example, in a configuration in which the inverter control units 81, 91 exchange command currents Im1*, Im2*, the first current command unit 83 corresponds to the first command unit, and the second current command unit 93 corresponds to the second command unit.

[0294] In each of the above embodiments, the motor information exchanged between the first inverter control unit 81 and the second inverter control unit 91 may be parameters different from the motor currents Im1, Im2. For example, the first inverter control unit 81 and the second inverter control unit 91 may exchange detected values ​​of motor speeds Sr1, Sr2, motor temperature, etc. as the motor information. The first inverter control unit 81 and the second inverter control unit 91 may also exchange estimated values ​​of motor temperature, motor voltage, etc. as the motor information.

[0295] In each of the above embodiments, the first inverter control unit 81 and the second inverter control unit 91 may exchange multiple types of parameters among the state-related data. For example, the first inverter control unit 81 and the second inverter control unit 91 may exchange both command output and motor information. Also, the first inverter control unit 81 and the second inverter control unit 91 may exchange multiple types of parameters for at least one of the command output and the motor information.

[0296] In each of the above embodiments, the parameters used as the command output may include torque, current, duty, output power, etc. For example, in a configuration in which a command duty is used as a command value for the duty, the first inverter control unit 81 and the second inverter control unit 91 exchange the command duty. The supervisory ECU 40 may output the command duty to the inverter control units 81, 91. In a configuration in which a command power is used as a command value for the output power [W] of the motors 61, 71, the inverter control units 81, 91 exchange the command power. The supervisory ECU 40 may output the command power to the inverter control units 81, 91. In addition, the supervisory ECU 40 may output the command currents Im1*, Im2* to the inverter control units 81, 91.

[0297] In each of the above embodiments, parameters used as motor information may include torque, current, voltage, input power, output power, motor temperature, motor speed, etc. For example, detection values ​​detected as motor information include torque detection value, current detection value, voltage detection value, input power detection value, output power detection value, temperature detection value, speed detection value, etc. Furthermore, parameters of estimated values ​​detected as motor information include torque, current, etc., similar to parameters of detection values.

[0298] In each of the above embodiments, a fault state or a deterioration state may be used as the motor information. For example, in the above eleventh embodiment, the allocation of the motor currents Im1 and Im2 may be set according to the fault state. For example, for the motor currents Im1 and Im2, the allocation for the motor 61 or 71 with a fault is set lower than the allocation for the motor without a fault. That is, the current for the motor 61 or 71 with a fault is set lower than the current for the motor without a fault. Also, for the motor currents Im1 and Im2, the allocation for the motor 61 or 71 with a more deteriorated state is set lower than the allocation for the motor 61 or 71 with a less deteriorated state. That is, the current for the motor 61 or 71 with a more deteriorated state is set lower than the current for the motor 61 or 71 with a less deteriorated state.

[0299] In each of the above embodiments, the supervisory ECU 40 may use any parameter as a parameter for performing motor control. For example, in the above thirteenth embodiment, the supervisory ECU 40 may calculate a motor current difference using a command value for the first motor 171A and the first inverter device 80 and a command value for the second motor 171B and the second inverter device 90. For example, the supervisory ECU 40 calculates a first command current and a second command current as command values ​​for the first inverter device 80 and the second inverter device 90. Then, the supervisory ECU 40 calculates a difference between the first command current and the second command current as a motor current difference, and uses this motor current difference to continue or stop energization of the large stop portion and the small stop portion.

[0300] In each of the above embodiments, the EPU 50 may not have the clutch 105, 115. For example, in the first embodiment, in a configuration in which the EPU 50 does not have the clutch 105, 115, a speed difference is unlikely to occur between the first motor 61 and the second motor 71. In this configuration, as in the thirteenth embodiment, the current difference Ic may be likely to increase due to the absence of a speed difference between the first motor 61 and the second motor 71. In response to this, as in the thirteenth embodiment, when an abnormality occurs in the current difference Ic, it is preferable that the supply of current to at least one of the first motor current Im1 and the second motor current Im2 is limited.

[0301] In each of the above embodiments, the supervisory ECU 40 may limit the energization of the motor currents Im1 and Im2 in any manner. For example, in the above thirteenth embodiment, the supervisory ECU 40 may stop energization of only the smaller of the motor currents Im1 and Im2 before stopping energization of only the larger of the motor currents. Furthermore, if the overrotation of the propeller 20 does not subside even when the energization of only the smaller of the motor currents Im1 and Im2 is stopped, the supervisory ECU 40 may stop energization of both of the motor currents Im1 and Im2 to stop the rotation of the propeller 20 without stopping energization of only the larger current.

[0302] In each of the above embodiments, the master ECU 40 may be capable of at least one of stopping the supply of the larger of the motor currents Im1 and Im2 and stopping the supply of the smaller of the motor currents Im1 and Im2. That is, the master ECU 40 may have at least one of a major stopping section and a minor stopping section. For example, the master ECU 40 may have only the major stopping section, as in the above fourteenth embodiment, or may have only the minor stopping section, out of the major stopping section and the minor stopping section.

[0303] In each of the above embodiments, the vertical take-off and landing aircraft in which the master ECU 40 is mounted may be an electrically-driven vertical take-off and landing aircraft in which at least one EPU 50 drives at least one propeller 20. 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 be used.

[0304] In each of the above embodiments, the aircraft equipped with the EPU 50 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 people on board.

[0305] 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.

[0306] In each of the above embodiments, the master ECU 40 is 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).

[0307] (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.

[0308] (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.

[0309] (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.

[0310] That is, at least one of the means and functions provided by the master ECU 40 can be provided by hardware alone, software alone, or a combination of both.

[0311] 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.

[0312] Technical thought 1 A drive device (50) is provided on a moving body (10) that moves due to rotation of a rotating body (20), and drives the moving body to rotate the rotating body, a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization; an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor; a motor control unit (81, 91, 190) that controls each of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; A drive unit comprising:

[0313] Technical thought 2 a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; Equipped with The driving device according to Technical Idea 1, wherein the motor control unit controls the first motor and the second motor, respectively, using the first command output and the second command output.

[0314] Technical thought 3 a command averaging unit (83a, 93a, 141, 151) that calculates an average of the first command output and the second command output as an average command (Tr1C, Tr2C, C1a, C2a); The driving device according to Technical Idea 2, wherein the motor control unit controls each of the first motor and the second motor using the command averaging unit.

[0315] Technical thought 4 a common command unit (40) that calculates a common command (Sr1*, Sr2*, Tr*) as a common command value for outputs of the first motor and the second motor, The first command unit calculates the first command output using the common command, The drive device according to Technical Idea 2 or 3, wherein the second command unit calculates the second command output using the common command.

[0316] Technical thought 5 a first path (33A) that connects the first command unit and the common command unit so as to be able to communicate with each other; a second path (33B) that connects the second command unit and the common command unit so as to be able to communicate with each other; a direct path (55) that communicatively connects the first command unit and the second command unit without passing through the common command unit; The drive device according to Technical Idea 4, comprising:

[0317] technical thought 6 a first information acquisition unit (83, 84) that acquires first motor information (Im1, Tr1) indicating a state of the first motor; a second information acquisition unit (93, 94) that acquires second motor information (Im2, Tr2) indicating a state of the second motor; Equipped with The driving device according to any one of Technical Concepts 1 to 5, wherein the motor control unit controls the first motor and the second motor, respectively, using the first motor information and the second motor information.

[0318] Technical thought 7 The driving device described in Technical Idea 6, wherein the motor control unit controls each of the first motor and the second motor so that the first motor information and the second motor information are the same.

[0319] Technical thought 8 a first execution unit (S202) that causes the motor control unit to execute control of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; a second execution unit (S203) that causes the motor control unit to execute control of the first motor and the second motor so that an output difference is generated between an output of the first motor and an output of the second motor; an execution determination unit (S201) that determines whether the first execution unit or the second execution unit is to execute control of the first motor and the second motor; The drive device according to any one of Technical Ideas 1 to 7, comprising:

[0320] Technical thought 9 The drive device described in Technical Idea 8, wherein the second execution unit causes the motor control unit to execute control of the first motor and the second motor so as to adjust the output difference depending on the state of the first motor and the state of the second motor.

[0321] Technical thought 10 The drive device according to any one of Technical Concepts 1 to 9, wherein the moving body is a flying body (10) that flies by rotation of the rotating body.

[0322] Technical thought 11 a common rotor (173) included in both the first motor and the second motor, which rotates when current is applied to at least one of a first coil (172A) of the first motor and a second coil (172B) of the second motor, The driving device described in any one of technical ideas 1 to 10, wherein the motor control unit controls each of the first motor and the second motor so that a first coil current (Im1) flowing through the first coil and a second coil current (Im2) flowing through the second coil are the same.

[0323] Technical thought 12 The motor control unit includes: a large stopping unit (S303, S312) that continues supplying a smaller one of the first motor current and the second motor current and stops supplying a larger one of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that, when the rotation of the rotating body is abnormal and the motor current difference is abnormal, continues supplying a larger one of the first motor current and the second motor current and stops supplying a smaller one of the first motor current and the second motor current; The drive device according to any one of Technical Concepts 1 to 11, having at least one of the above.

[0324] Technical thought 13 The drive device described in technical idea 12, wherein when an abnormality occurs in the rotation of the rotating body, the major stopping unit continues to supply the smaller of the first motor current and the second motor current and stops the supply of the larger current before the minor stopping unit continues and stops the supply of current.

[0325] Technical thought 14 The drive device described in Technical Idea 12 or 13, wherein the minor stopping unit continues to supply the larger of the first motor current and the second motor current and stops the supply of the smaller current when the rotation abnormality of the rotating body is not resolved even when the major stopping unit continues and stops the supply of current.

[0326] Technical thought 15 The motor control unit includes: A drive device described in any one of technical ideas 12 to 14, having a double stop unit (S309, S318) that stops the flow of both the first motor current and the second motor current if the rotation abnormality of the rotating body is not resolved even when the current flow is continued and stopped by the major stop unit and the minor stop unit, respectively.

[0327] Technical thought 16 A drive control device (40, 81, 91) for controlling a drive device (50) that is provided on a moving body (10) that moves by rotation of a rotating body (20) and drives the rotating body to rotate, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; A drive control device comprising:

[0328] Technical thought 17 A drive control program for controlling a drive device (50) that is provided on a moving body (10) that moves by rotation of a rotating body (20) and drives to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one processor (40a, 81a, 91a), a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; A drive control program that functions as a

[0329] Technical thought 18 A drive control method for controlling a drive device (50) that is provided on a moving body (10) that moves by rotation of a rotating body (20) and drives the rotating body to rotate, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one processor (40a, 81a, 91a) executes a process, a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; A drive control method comprising the steps of: [Explanation of symbols]

[0330] 10... eVTOL as a moving body and an air vehicle, 20... propeller as a rotating body, 33A... first overall path as a first path, 33B... first overall path as a second path, 40... overall ECU as a drive control device and a common command unit, 50... EPU as a drive device, 51... EPU shaft as an output shaft unit, 55... EPU path as a direct path, 61... first motor, 71... second motor 81... motor control unit, first inverter control unit as a drive control device and a first control unit, 82... first speed control unit as a first command unit, 83... command averaging unit and first information First current command unit as an acquisition unit, 84...first current control unit as a first information acquisition unit, 91...motor control unit, drive control device, and second inverter control unit as a second control unit, 92...second speed control unit as a second command unit, 93...second current command unit as a command averaging unit and a second information acquisition unit, 94...second current control unit as a second information acquisition unit, 141...first averaging unit as a command averaging unit, 151...second averaging unit as a command averaging unit, 171A...first motor, 171B...second motor, 172A...first coil, 172B...second coil, 173...common rotor, 190 …current difference control section as motor control section, C1a…first average command as average command, C2a…second average command as average command, Im1…first motor information, first motor current as first coil current and first motor current, Im2…second motor information, second motor current as second coil current and second motor current, Ic…current difference as motor current difference, Ic1…first current difference as motor current difference, Ic2…second current difference as motor current difference, Sr1*…first command speed as common command, Sr2*…second command speed as common command, Tr1…first motor Tr2...first motor torque as motor information, Tr2...second motor torque as second motor information, Tr1*...first command torque as first command output, Tr1C...first coordinated torque as average command, Tr2*...second command torque as second command output, Tr2C...second coordinated torque as average command, Tr*...overall command torque as common command, S201...execution determination unit, S202...first execution unit, S203...second execution unit, S303...large stop unit, S306...small stop unit, S309...both stop unit, S312...large stop unit, S315...small stop unit, S318...both stop unit.

Claims

1. A drive device (50) provided on a moving body (10) that moves due to rotation of a rotating body (20) and drives the rotating body to rotate, a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization; an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor; a motor control unit (81, 91, 190) that controls each of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; a command averaging unit (83a, 93a, 141, 151) that calculates an average of the first command output and the second command output as an average command (Tr1C, Tr2C, C1a, C2a); Equipped with The motor control unit controls each of the first motor and the second motor using the average command.

2. A drive device (50) provided on a moving body (10) that moves due to rotation of a rotating body (20) and drives the rotating body to rotate, a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization; an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor; a motor control unit (81, 91, 190) that controls each of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; a common command unit (40) that calculates common commands (Sr1*, Sr2*, Tr*) as common command values ​​for the outputs of the first motor and the second motor; a first path (33A) that communicatively connects the first command unit and the common command unit; a second path (33B) that communicatively connects the second command unit and the common command unit; a direct path (55) that communicatively connects the first command unit and the second command unit without passing through the common command unit; Equipped with The first command unit calculates the first command output using the common command, The second command unit calculates the second command output using the common command, The motor control unit controls the first motor and the second motor using the first command output and the second command output, respectively.

3. A drive device (50) provided on a moving body (10) that moves due to rotation of a rotating body (20) and drives the rotating body to rotate, a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization; an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor; a motor control unit (81, 91, 190) that controls each of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; a first execution unit (S202) that causes the motor control unit to execute control of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; a second execution unit (S203) that causes the motor control unit to execute control of the first motor and the second motor so that an output difference is generated between an output of the first motor and an output of the second motor; an execution determination unit (S201) that determines whether the first execution unit or the second execution unit is to execute control of the first motor and the second motor; A drive unit comprising:

4. A drive device (50) provided on a moving body (10) that moves due to rotation of a rotating body (20) and drives the rotating body to rotate, a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization; an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor; a motor control unit (81, 91, 190) that controls each of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; Equipped with The motor control unit includes: a large stop unit (S303, S312) that continues the supply of a smaller one of the first motor current and the second motor current and stops the supply of a larger one of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that, when the rotation of the rotating body is abnormal and the motor current difference is abnormal, continues supplying a larger one of the first motor current and the second motor current and stops supplying a smaller one of the first motor current and the second motor current; and A drive device in which, when an abnormality occurs in the rotation of the rotating body, the major stopping unit continues to supply the smaller of the first motor current and the second motor current and stops the supply of the larger current before the minor stopping unit continues and stops the supply of current.

5. A drive device (50) provided on a moving body (10) that moves due to rotation of a rotating body (20) and drives the rotating body to rotate, a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization; an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor; a motor control unit (81, 91, 190) that controls each of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; Equipped with The motor control unit includes: a large stop unit (S303, S312) that continues the supply of a smaller one of the first motor current and the second motor current and stops the supply of a larger one of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that, when the rotation of the rotating body is abnormal and the motor current difference is abnormal, continues supplying a larger one of the first motor current and the second motor current and stops supplying a smaller one of the first motor current and the second motor current; and A drive device in which, when the rotation abnormality of the rotating body is not resolved even when the major stopping unit continues and stops the current supply, the minor stopping unit continues the supply of the larger of the first motor current and the second motor current and stops the supply of the smaller current.

6. A drive device (50) provided on a moving body (10) that moves due to rotation of a rotating body (20) and drives the rotating body to rotate, a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization; an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor; a motor control unit (81, 91, 190) that controls each of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; Equipped with The motor control unit includes: a large stop unit (S303, S312) that continues the supply of a smaller one of the first motor current and the second motor current and stops the supply of a larger one of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that, when the rotation of the rotating body is abnormal and the motor current difference is abnormal, continues supplying a larger one of the first motor current and the second motor current and stops supplying a smaller one of the first motor current and the second motor current; and The motor control unit includes: A drive device having a double stop unit (S309, S318) that stops the flow of both the first motor current and the second motor current if the rotation abnormality of the rotating body is not resolved even when the current flow is continued and stopped by the large stop unit and the small stop unit, respectively.

7. a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; Equipped with 7. The drive device according to claim 3, wherein the motor control unit controls the first motor and the second motor using the first command output and the second command output, respectively.

8. a command averaging unit (83a, 93a, 141, 151) that calculates an average of the first command output and the second command output as an average command (Tr1C, Tr2C, C1a, C2a); The drive device according to claim 7 , wherein the motor control unit controls each of the first motor and the second motor using the average command.

9. a common command unit (40) that calculates common commands (Sr1*, Sr2*, Tr*) as common command values ​​for the outputs of the first motor and the second motor, The first command unit calculates the first command output using the common command, The drive device according to claim 7 , wherein the second command unit calculates the second command output by using the common command.

10. a first path (33A) that communicatively connects the first command unit and the common command unit; a second path (33B) that communicatively connects the second command unit and the common command unit; a direct path (55) that communicatively connects the first command unit and the second command unit without passing through the common command unit; The drive arrangement according to claim 9, further comprising:

11. a first information acquisition unit (83, 84) that acquires first motor information (Im1, Tr1) indicating a state of the first motor; a second information acquisition unit (93, 94) that acquires second motor information (Im2, Tr2) indicating a state of the second motor; Equipped with 7. The drive device according to claim 1, wherein the motor control unit controls the first motor and the second motor, respectively, by using the first motor information and the second motor information.

12. The drive device according to claim 11 , wherein the motor control unit controls each of the first motor and the second motor so that the first motor information and the second motor information are the same.

13. a first execution unit (S202) that causes the motor control unit to execute control of the first motor and the second motor so that an output of the first motor and an output of the second motor are the same; a second execution unit (S203) that causes the motor control unit to execute control of the first motor and the second motor so that an output difference is generated between an output of the first motor and an output of the second motor; an execution determination unit (S201) that determines whether the first execution unit or the second execution unit is to execute control of the first motor and the second motor; The drive device according to any one of claims 1, 2, and 4 to 6, further comprising:

14. 14. The drive device according to claim 13, wherein the second execution unit causes the motor control unit to execute control of the first motor and the second motor so as to adjust the output difference depending on a state of the first motor and a state of the second motor.

15. The drive device according to any one of claims 1 to 6, wherein the moving body is a flying body (10) that flies by rotation of the rotating body.

16. a common rotor (173) included in both the first motor and the second motor, which rotates when current is applied to at least one of a first coil (172A) of the first motor and a second coil (172B) of the second motor; The drive device according to any one of claims 1 to 6, wherein the motor control unit controls each of the first motor and the second motor so that a first coil current (Im1) flowing through the first coil and a second coil current (Im2) flowing through the second coil are the same.

17. The motor control unit includes: a large stop unit (S303, S312) that continues the supply of a smaller one of the first motor current and the second motor current and stops the supply of a larger one of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that, when the rotation of the rotating body is abnormal and the motor current difference is abnormal, continues supplying a larger one of the first motor current and the second motor current and stops supplying a smaller one of the first motor current and the second motor current; The drive device according to any one of claims 1 to 3, comprising at least one of the following:

18. 18. The drive device of claim 17, wherein when an abnormality occurs in the rotation of the rotating body, the large stopping unit continues to supply the smaller of the first motor current and the second motor current and stops the supply of the larger current before the small stopping unit continues and stops the supply of current.

19. The drive device of claim 17, wherein the minor stopping unit continues to supply the larger of the first motor current and the second motor current and stops the supply of the smaller current when the rotation abnormality of the rotating body is not resolved even when the major stopping unit continues and stops the supply of current.

20. The motor control unit includes: A drive device as described in claim 17, further comprising a double stop unit (S309, S318) that stops the flow of both the first motor current and the second motor current if the rotation abnormality of the rotating body is not resolved even when the current flow is continued and stopped by each of the large stop unit and the small stop unit.

21. A drive control device (40, 81, 91) for controlling a drive device (50) provided on a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to the output of the first motor and the second motor, a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; a command averaging unit (83a, 93a, 141, 151) that calculates an average of the first command output and the second command output as an average command (Tr1C, Tr2C, C1a, C2a); Equipped with A drive control device that controls each of the first motor and the second motor using the average command.

22. A drive control device (40, 81, 91) for controlling a drive device (50) provided on a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to the output of the first motor and the second motor, a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; a first command unit (82) that calculates a first command output (Tr1*) as a command value for an output of the first motor; a second command unit (92) that calculates a second command output (Tr2*) as a command value for an output of the second motor; a common command unit (40) that calculates common commands (Sr1*, Sr2*, Tr*) as common command values ​​for the outputs of the first motor and the second motor; Equipped with The first command unit calculates the first command output using the common command, The second command unit calculates the second command output using the common command, controlling the first motor and the second motor using the first command output and the second command output, respectively; The first command unit and the common command unit are communicatively connected to each other via a first path (33A), The second command unit and the common command unit are communicatively connected to each other via a second path (33B), A drive control device, wherein the first command unit and the second command unit are communicatively connected via a direct path (55) without passing through the common command unit.

23. A drive control device (40, 81, 91) for controlling a drive device (50) provided on a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to the output of the first motor and the second motor, a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; a first execution unit (S202) that executes control of the first motor and the second motor so that an output of the first motor and an output of the second motor become equal; a second execution unit (S203) that executes control of the first motor and the second motor so that an output difference is generated between an output of the first motor and an output of the second motor; an execution determination unit (S201) that determines whether the first execution unit or the second execution unit is to execute control of the first motor and the second motor; A drive control device comprising:

24. A drive control device (40, 81, 91) for controlling a drive device (50) provided on a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to the output of the first motor and the second motor, a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; Equipped with moreover, a large stop unit (S303, S312) that continues the supply of a smaller one of the first motor current and the second motor current and stops the supply of a larger one of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that, when the rotation of the rotating body is abnormal and the motor current difference is abnormal, continues supplying a larger one of the first motor current and the second motor current and stops supplying a smaller one of the first motor current and the second motor current; At least one of A drive control device in which, when an abnormality occurs in the rotation of the rotating body, the major stopping unit continues to supply the smaller of the first motor current and the second motor current and stops the supply of the larger current before the minor stopping unit continues and stops the supply of current.

25. A drive control device (40, 81, 91) for controlling a drive device (50) provided on a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to the output of the first motor and the second motor, a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; Equipped with moreover, a large stop unit (S303, S312) that continues the supply of a smaller one of the first motor current and the second motor current and stops the supply of a larger one of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that, when the rotation of the rotating body is abnormal and the motor current difference is abnormal, continues supplying a larger one of the first motor current and the second motor current and stops supplying a smaller one of the first motor current and the second motor current; At least one of A drive control device in which, when the rotation abnormality of the rotating body is not resolved even when the major stopping unit continues and stops the current supply, the minor stopping unit continues the supply of the larger of the first motor current and the second motor current and stops the supply of the smaller current.

26. A drive control device (40, 81, 91) for controlling a drive device (50) provided on a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to the output of the first motor and the second motor, a first control unit (81) that controls the first motor so that the output of the first motor becomes equal to the output of the second motor; a second control unit (91) that controls the second motor so that the output of the second motor becomes equal to the output of the first motor; Equipped with moreover, a large stop unit (S303, S312) that continues the supply of a smaller one of the first motor current and the second motor current and stops the supply of a larger one of the first motor current and the second motor current when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal; a minor stopping unit (S306, S315) that, when the rotation of the rotating body is abnormal and the motor current difference is abnormal, continues supplying a larger one of the first motor current and the second motor current and stops supplying a smaller one of the first motor current and the second motor current; At least one of In addition, A drive control device comprising a dual stop unit (S309, S318) that stops the flow of both the first motor current and the second motor current if the rotation abnormality of the rotating body is not resolved even when the current flow is continued and stopped by the major stop unit and the minor stop unit, respectively.

27. A drive control program for controlling a drive device (50) provided in a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one processor (40a, 81a, 91a) controlling (81) the first motor so that the output of the first motor is equal to the output of the second motor; controlling (91) the second motor so that the output of the second motor is equal to the output of the first motor; A first command output (Tr1*) is calculated as a command value for the output of the first motor (82); A second command output (Tr2*) is calculated as a command value for the output of the second motor (92); Calculating an average of the first command output and the second command output as an average command (Tr1C, Tr2C, C1a, C2a); a drive control program for controlling each of the first motor and the second motor using the average command;

28. A drive control program for controlling a drive device (50) provided in a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one processor (40a, 81a, 91a) controlling (81) the first motor so that the output of the first motor is equal to the output of the second motor; controlling (91) the second motor so that the output of the second motor is equal to the output of the first motor; causing a first command unit (82) to calculate a first command output (Tr1*) as a command value for the output of the first motor; causing a second command unit (92) to calculate a second command output (Tr2*) as a command value for the output of the second motor; a common command unit (40) calculates common commands (Sr1*, Sr2*, Tr*) as common command values ​​for the outputs of the first motor and the second motor; Calculating the first command output using the common command; Calculating the second command output using the common command; controlling the first motor and the second motor using the first command output and the second command output, respectively; The first command unit and the common command unit are communicatively connected to each other via a first path (33A), The second command unit and the common command unit are communicatively connected to each other via a second path (33B), A drive control program, wherein the first command unit and the second command unit are communicatively connected via a direct path (55) without passing through the common command unit.

29. A drive control program for controlling a drive device (50) provided in a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one processor (40a, 81a, 91a) controlling (81) the first motor so that the output of the first motor is equal to the output of the second motor; controlling (91) the second motor so that the output of the second motor is equal to the output of the first motor; a first execution process (S202) for executing control of the first motor and the second motor so that the output of the first motor and the output of the second motor are equal to each other; a second execution process (S203) for executing control of the first motor and the second motor so that an output difference is generated between the output of the first motor and the output of the second motor; a drive control program for determining whether the first execution process or the second execution process is to execute control of the first motor and the second motor (S201);

30. A drive control program for controlling a drive device (50) provided in a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one processor (40a, 81a, 91a) controlling (81) the first motor so that the output of the first motor is equal to the output of the second motor; controlling (91) the second motor so that the output of the second motor is equal to the output of the first motor; a major stop process (S303, S312) in which, when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal, the smaller of the first motor current and the second motor current is continued to flow and the larger of the two currents is stopped; a minor stop process (S306, S315) for continuing the supply of the larger of the first motor current and the second motor current and stopping the supply of the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of the following can be performed: In the major stop processing, when an abnormality occurs in the rotation of the rotating body, the smaller of the first motor current and the second motor current is continued to flow and the larger current is stopped before the continuation and stopping of the current flow by the minor stop processing.

31. A drive control program for controlling a drive device (50) provided in a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one processor (40a, 81a, 91a) controlling (81) the first motor so that the output of the first motor is equal to the output of the second motor; controlling (91) the second motor so that the output of the second motor is equal to the output of the first motor; a major stop process (S303, S312) in which, when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal, the smaller of the first motor current and the second motor current is continued to flow and the larger of the two currents is stopped; a minor stop process (S306, S315) for continuing the supply of the larger of the first motor current and the second motor current and stopping the supply of the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of the following can be performed: In the minor stop processing, if the rotation abnormality of the rotating body is not resolved even after the continuation and halt of the current supply by the major stop processing, a drive control program continues the supply of the larger of the first motor current and the second motor current and stops the supply of the smaller current.

32. A drive control program for controlling a drive device (50) provided in a moving body (10) that moves by the rotation of a rotating body (20) and that drives the rotating body to rotate the rotating body, the drive device (50) including a first motor (61, 171A) and a second motor (71, 171B) that are driven by energization, and an output shaft portion (51) that connects the rotating body to the first motor and the second motor and rotates the rotating body in response to outputs of the first motor and the second motor, At least one processor (40a, 81a, 91a) controlling (81) the first motor so that the output of the first motor is equal to the output of the second motor; controlling (91) the second motor so that the output of the second motor is equal to the output of the first motor; a major stop process (S303, S312) in which, when the rotation of the rotating body is abnormal and a motor current difference (Ic, Ic1, Ic2) between a first motor current (Im1) flowing through the first motor and a second motor current (Im2) flowing through the second motor is abnormal, the smaller of the first motor current and the second motor current is continued to flow and the larger of the two currents is stopped; a minor stop process (S306, S315) for continuing the supply of the larger of the first motor current and the second motor current and stopping the supply of the smaller of the first motor current and the second motor current when the rotation of the rotating body is abnormal and the motor current difference is abnormal; At least one of the following can be performed: A drive control program that stops the flow of both the first motor current and the second motor current (S309, S318) when the rotation abnormality of the rotating body is not resolved even if the current flow is continued and stopped by the major stop processing and the minor stop processing, respectively.

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