Flight control device and flight control program

Abstract

To provide a flight control device, a flight control program, and a flight control method which can enhance safety of an electric flight body when abnormality occurs in a motor for flight.SOLUTION: A flight control device 40 performs flight control processing for flying eVTOL. The flight control device determines whether or not the eVTOL can be maintained in a stable attitude, in steps S104 to S106 of the flight control processing. In the step S104, it determines whether or not the eVTOL can be maintained in the stable attitude even if driving of an abnormal motor stops. In the steps S105 and S106, it determines whether or not the eVTOL can be maintained in the stable attitude even if the driving of the abnormal motor is continued. When determining that the eVTOL can be maintained in the stable attitude, the flight control device performs output adjustment of at least one of a normal motor and the abnormal motor so that the eVTOL can be maintained in the stable attitude in steps S107 to S110.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The disclosure in this specification relates to a flight control device and flight control program to the .

Background Art

[0002] Patent Document 1 describes a flying object that flies by a plurality of rotary wings. This drone is provided with a plurality of motors for driving and rotating the rotary wings. The plurality of motors individually drive and rotate the plurality of rotary wings. In this drone, the flight controller monitors whether the motors are rotating normally or not.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above Patent Document 1, when an abnormality occurs in a motor, it is considered that the fact that the rotation of the motor with the abnormality has become abnormal is included in the monitoring result of the flight controller. However, when an abnormality occurs in a motor, there is a concern that the attitude of the flying object becomes unstable and the safety of the flying object decreases.

[0005] One object of the present disclosure is to provide a flight control device flight control program and that can improve the safety of an electric flying object when an abnormality occurs in a flight motor to the . There is.

Means for Solving the Problems

[0006] The multiple aspects disclosed in this specification adopt different technical means to achieve their respective purposes. Also, the claims and the reference numerals in parentheses described in this section are an example showing the correspondence relationship with the specific means described in the embodiments to be described later as one aspect, and do not limit the technical scope.

[0007] To achieve the above object, the disclosed aspect is a flight control device (40) that controls the drive of flight motors (81, 81A, 81B) to maintain an electric flying object (10) equipped with a plurality of flight motors in a stable attitude, a maintenance determination unit (S104~S106, S404~S407) that determines whether the electric flying object can be maintained in a stable attitude for at least one of a state where the drive of an abnormal motor among the plurality of flight motors is stopped and a state where the drive of the abnormal motor is continued when an abnormality occurs in the flight motor, an output adjustment unit (S107~S110, S301~S303, S408~S413) that adjusts the output of at least one of normal motors and abnormal motors among the plurality of flight motors that have not had an abnormality so as to maintain the electric flying object in a stable attitude when it is determined that the electric flying object can be maintained in a stable attitude, and 、 The output adjustment unit has a drive continuation unit (S108, S109, S409, S410) that continues to drive the abnormal motor as an output adjustment when it is determined by the maintenance determination unit that the electric flying body cannot be maintained in a stable posture when the drive of the abnormal motor is stopped is a flight control device. The disclosed aspect is a flight control device (40) that controls the drive of flight motors so as to maintain an electric flying body (10) equipped with a plurality of flight motors (81, 81A, 81B) in a stable posture When an abnormality occurs in a flight motor, for at least one of a state in which the drive of the abnormal motor among the plurality of flight motors is stopped and a state in which the drive of the abnormal motor is continued, a maintenance determination unit (S104~S106, S404~S407) that determines whether the electric flying body can be maintained in a stable posture When it is determined that the electric flying body can be maintained in a stable posture, an output adjustment unit (S107~S110, S301~S303, S408~S413) that performs output adjustment of at least one of normal motors and abnormal motors among the plurality of flight motors so as to maintain the electric flying body in a stable posture An excessive determination unit (S106, S407) that determines whether the output of the abnormal motor is excessive when it is determined by the maintenance determination unit that the electric flying body cannot be maintained in a stable posture when the drive of the abnormal motor is stopped comprises The output adjustment unit is a flight control device having a reduction continuation unit (S109, S411) that continues to drive the abnormal motor so that the output of the abnormal motor decreases as an output adjustment when it is determined to be excessive by the excessive determination unit The disclosed aspect is a flight control device (40) that controls the drive of flight motors so as to maintain an electric flying body (10) equipped with a plurality of flight motors (81, 81A, 81B) in a stable posture When an abnormality occurs in a flight motor, for at least one of a state in which the drive of the abnormal motor among the plurality of flight motors is stopped and a state in which the drive of the abnormal motor is continued, a maintenance determination unit (S104~S106, S404~S407) that determines whether the electric flying body can be maintained in a stable posture When it is determined that the electric aircraft can be maintained in a stable attitude, an output adjustment unit (S107~S110, S301~S303, S408~S413) performs output adjustment on at least one of the normal motors and abnormal motors among the plurality of flight motors so as to maintain the electric aircraft in a stable attitude. comprising The output adjustment unit When it is determined by the maintenance determination unit that the electric aircraft can be maintained in a stable attitude with the drive of the abnormal motor stopped, a drive stop unit (S107, S408, S412) that stops the drive of the abnormal motor. It is a flight control device having

[0008] According to the above flight control device, when an abnormality occurs in the flight motor, it is determined whether the electric flying vehicle can be maintained in a stable posture for at least one of the state in which the drive of the abnormal motor is stopped and the state in which the drive of the abnormal motor is continued. Therefore, even if the drive of the abnormal motor is not actually stopped or continued, the posture of the electric flying vehicle can be estimated.

[0009] Moreover, when it is determined that the electric flying vehicle can be maintained in a stable posture, the output of at least one of the abnormal motor and the normal motor is adjusted so that the electric flying vehicle is maintained in a stable posture. Therefore, even if the drive of the abnormal motor is actually stopped or continued, it is possible to maintain the electric flying vehicle in a stable posture by the abnormal motor and the normal motor.

[0010] As described above, when an abnormality occurs in the flight motor, the safety of the electric flying vehicle can be enhanced.

[0011] The disclosed aspect is a flight control program for controlling the drive of a plurality of flight motors (81, 81A, 81B) so that an electric flying vehicle (10) equipped with the motors flies in a stable posture, at least one processor (41) to , when an abnormality occurs in the flight motor, it is determined whether the electric flying vehicle can be maintained in a stable posture for at least one of the state in which the drive of the abnormal motor among the plurality of flight motors is stopped and the state in which the drive of the abnormal motor is continued cause (S104~S106,S404~S407 )、 when it is determined that the electric flying vehicle can be maintained in a stable posture, the output of at least one of the normal motors and the abnormal motor among the plurality of flight motors that have not had an abnormality is adjusted so as to maintain the electric flying vehicle in a stable posture to make (S107~S110,S301~S303,S408~S413 )、 When it is determined that the electric aircraft cannot be maintained in a stable attitude with the drive of the abnormal motor stopped, the drive of the abnormal motor is continued as an output adjustment (S108, S109, S409, S410). It is a flight control program. The disclosed aspect is A flight control program for controlling the drive of a plurality of flight motors (81, 81A, 81B) so that an electric aircraft (10) equipped with the motors flies in a stable attitude, at least one processor (41) When an abnormality occurs in a flight motor, for at least one of the state in which the drive of the abnormal motor among the plurality of flight motors is stopped and the state in which the drive of the abnormal motor is continued, determine whether the electric aircraft can be maintained in a stable attitude (S104~S106, S404~S407). When it is determined that the electric aircraft can be maintained in a stable attitude, cause at least one of the normal motors and abnormal motors among the plurality of flight motors in which no abnormality has occurred to perform output adjustment so as to maintain the electric aircraft in a stable attitude (S107~S110, S301~S303, S408~S413). When it is determined that the electric aircraft cannot be maintained in a stable attitude with the drive of the abnormal motor stopped, determine whether the output of the abnormal motor is excessive (S106, S407). When it is determined that the output of the abnormal motor is excessive, continue to drive the abnormal motor so that the output of the abnormal motor decreases as an output adjustment (S109, S411). It is a flight control program. The disclosed aspect is A flight control program for controlling the drive of a plurality of flight motors (81, 81A, 81B) so that an electric aircraft (10) equipped with the motors flies in a stable attitude, at least one processor (41) When an abnormality occurs in a flight motor, for at least one of the states where the drive of the abnormal motor among the plurality of flight motors is stopped and the state where the drive of the abnormal motor is continued, it is determined whether the electric flying vehicle can maintain a stable attitude (S104~S106, S404~S407). When it is determined that the electric flying vehicle can maintain a stable attitude, the output of at least one of the normal motors and the abnormal motor among the plurality of flight motors that have not had an abnormality is adjusted so as to maintain the electric flying vehicle in a stable attitude (S107~S110, S301~S303, S408~S413). When it is determined that the electric flying vehicle can maintain a stable attitude with the drive of the abnormal motor stopped, the drive of the abnormal motor is stopped (S107, S408, S412). This is a flight control program.

[0012] According to the above flight control program, similar to the above flight control device, the safety of the electric aircraft can be enhanced when an abnormality occurs in the flight motor.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Modes for Carrying Out the Invention

[0016] Hereinafter, a plurality of modes for carrying out the present disclosure will be described with reference to the drawings. In each mode, parts corresponding to those described in the preceding mode may be denoted by the same reference numerals and redundant descriptions may be omitted. When only a part of the configuration is described in each mode, other modes described previously can be applied to other parts of the configuration. Not only combinations of parts explicitly shown to be combinable in each embodiment, but also partial combinations of embodiments are possible without particular hindrance to the combination.

[0017] <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. An electric vertical take-off and landing aircraft is an electric-powered vertical take-off and landing aircraft and can take off and land vertically. eVTOL is an abbreviation for electric Vertical Take-Off and Landing aircraft. The eVTOL 10 is an electric-powered aircraft flying in the atmosphere and corresponds to an electric flying vehicle and an electric aircraft. The eVTOL 10 may be either a manned flying vehicle on which passengers board or an unmanned flying vehicle on which no passengers board. The eVTOL 10 is operated by a pilot as an operator. The pilot may operate the eVTOL 10 as a passenger, or may remotely operate the eVTOL 10 without boarding the eVTOL 10. The flight system 30 is a system that drives to fly the eVTOL 10. The flight system 30 may be referred to as a propulsion system.

[0018] The eVTOL 10 has a fuselage 11 and rotors 20. The fuselage 11 has a fuselage main body 12 and wings 13. The fuselage main body 12 is the body of the fuselage 11 and has, for example, a shape extending in the front-rear direction. The fuselage main body 12 has a passenger cabin for passengers to ride in. The wings 13 extend from the fuselage main body 12 and are provided in plurality on the fuselage main body 12. The wings 13 are fixed wings. The plurality of wings 13 include main wings, tail wings, and the like.

[0019] In the eVTOL 10, the fuselage main body 12 extends along the roll axis AX. In the eVTOL 10, the roll axis AX extends in the front-rear direction of the fuselage 11, the pitch axis AY extends in the width direction of the fuselage 11, and the yaw axis AZ extends in the vertical direction of the fuselage 11. The roll axis AX, the pitch axis AY, and the yaw axis AZ are orthogonal to each other and all pass through the center of gravity Gp of the aircraft. The center of gravity Gp of the aircraft is the center of gravity of the eVTOL 10, for example, the center of gravity of the eVTOL 10 at the empty weight.

[0020] A plurality of rotors 20 are provided on the fuselage 11. The eVTOL 10 is a multicopter having at least three rotors 20. For example, at least four rotors 20 are provided on the fuselage 11. The rotors 20 are provided on each of the fuselage main body 12 and the wings 13. The rotor 20 rotates about the rotor axis. The rotor axis is, for example, the center line of the rotor 20. The rotor 20 is a rotary wing and can generate thrust and lift on the eVTOL 10. Note that the force generated when the eVTOL 10 ascends may be referred to as thrust. Also, the rotor 20 may be referred to as a propeller.

[0021] The rotor 20 has blades 21, a rotor head 22, and a rotor shaft 23. A plurality of blades 21 are arranged in the circumferential direction of the rotor axis. The rotor head 22 connects the plurality of blades 21. The blades 21 extend radially from the rotor head 22 in the direction of the rotor axis. The blades 21 are blades that rotate together with the rotor shaft 23. The rotor shaft 23 is the rotation axis of the rotor 20 and extends along the rotor axis from the rotor head 22.

[0022] The flight modes of eVTOL10 include vertical takeoff, vertical landing, cruise, and hovering. As for vertical takeoff, eVTOL10 can take off from the takeoff point, for example, by ascending vertically without performing a taxi. As for vertical landing, eVTOL10 can land at the landing point without taxiing, for example, by descending vertically. As for cruise, eVTOL10 can fly, for example, by moving horizontally. As for hovering, eVTOL10 can fly as if it has stopped at a predetermined position in the air.

[0023] eVTOL10 is a tilt-rotor aircraft. In eVTOL10, the rotor 20 can be tilted. That is, the tilt angle of the rotor 20 can be adjusted. For example, when eVTOL10 ascends, the direction of the rotor 20 is set so that the rotor axis extends in the vertical direction. In this case, the rotor 20 functions as a lift rotor for generating lift for eVTOL10. The lift rotor also functions as a hovering rotor for hovering eVTOL10. In addition, the lift rotor can also lower eVTOL10. Note that the hovering rotor may be referred to as a hover rotor.

[0024] When eVTOL10 moves forward, the direction of the rotor 20 is set so that the rotor axis extends in the front-rear direction. In this case, the rotor 20 functions as a cruise rotor for generating thrust for eVTOL10. In this embodiment, the front for the pilot is defined as the front for eVTOL10. Note that regardless of the front for the pilot, the direction in which eVTOL10 moves in the horizontal direction may be defined as the front.

[0025] The eVTOL 10 has a tilt mechanism (not shown). The tilt mechanism includes a motor or the like and is driven to adjust the tilt angle of the rotor 20. The tilt mechanism may be referred to as a tilt drive unit. For example, in the eVTOL 10, the wing 13 can be tilted relative to the airframe main body 12. That is, the rotor 20 together with the wing 13 can be tilted. In this eVTOL 10, the tilt angle of the rotor 20 is adjusted by adjusting the tilt angle of the wing 13 relative to the airframe main body 12. In this eVTOL 10, the mechanism for adjusting the tilt angle of the wing 13 is the tilt mechanism.

[0026] Note that in the eVTOL 10, the rotor 20 may be able to tilt relative to the airframe 11. For example, the tilt angle of the rotor 20 may be adjusted by adjusting the relative tilt angle of the rotor 20 with respect to the wing 13.

[0027] As shown in FIGS. 1 and 2, the flight system 30 includes a battery 31, a distributor 32, an attitude sensor 35, a flight control device 40, and an EPU 50. The EPU 50 includes a rotation sensor 55, a current sensor 56, a voltage sensor 57, a motor temperature sensor 58, and an inverter temperature sensor 59. The flight control device 40 includes a processor 41 and a memory 42. In FIG. 2, the attitude sensor 35 is illustrated as PS, the flight control device 40 as FCD, the processor 41 as PRO, and the memory 42 as FSD. Also, the rotation sensor 55 is illustrated as RS, the current sensor 56 as IS, the voltage sensor 57 as VS, the motor temperature sensor 58 as MTS, and the inverter temperature sensor 59 as ITS.

[0028] The EPU50 is a device that drives the rotor 20 to rotate, corresponding to a drive device. The EPU is an abbreviation for Electric Propulsion Unit. The EPU50 may be referred to as an electric drive device. The EPU50 is provided individually for each of the plurality of rotors 20. The EPU50 is arranged along the rotor axis in line with the rotor 20. All of the plurality of EPU50s are fixed to the airframe 11. The EPU50 rotatably supports the rotor 20. The EPU50 is connected to the rotor shaft 23.

[0029] The rotor 20 is fixed to the airframe 11 via the EPU50. The EPU50 is configured such that it does not tilt relative to the rotor 20. The EPU50 can tilt together with the rotor 20. When the tilt angle of the rotor 20 is adjusted, the orientation of the EPU50 is set together with the rotor 20.

[0030] The EPU50 has a motor device 80 and an inverter device 60. The motor device 80 has a motor 81. The EPU50 has one motor device 80 and thus has one motor 81. In the motor device 80, the motor 81 is housed in the motor housing. The motor 81 is a multi-phase AC motor, for example, a rotating electrical machine with a 3-phase or 6-phase AC system. The motor 81 is the flight drive source of the eVTOL10 and functions as an electric motor. The motor 81 can fly the eVTOL10 by driving the rotor 20 to rotate. The motor 81 is a flight motor for flying the eVTOL10. The motor 81 is driven by the power of the battery 31. The EPU50 drives the rotor 20 to rotate by driving the motor 81. As the motor 81, for example, a brushless motor is used.

[0031] The motor 81 has a motor stator 82, a motor rotor 83, and a motor shaft 84. The motor shaft 84 rotates drivenly with respect to the motor stator 82 together with the motor rotor 83. The motor shaft 84 is connected to the rotor shaft 23 and rotates together with the rotor shaft 23. The motor device 80 can drive and rotate the rotor 20 as the motor 81 rotates drivenly. The motor rotor 83 rotates about the motor axis. The motor axis is the center line of the motor 81. In the EPU 50, the motor device 80 and the inverter device 60 are arranged along the motor axis.

[0032] The motor stator 82 has a multi-phase coil 85. The coil 85 is formed by a plurality of coil parts. The coil part is formed by winding a coil wire such as an electric wire. For example, a multi-phase coil 85 is formed by arranging a plurality of coil parts in the circumferential direction of the motor axis. In the present embodiment, a three-phase motor is used as the motor 81, and a three-phase coil is used as the coil 85.

[0033] The inverter device 60 has an inverter circuit 61 and a motor control unit 62. In the inverter device 60, the inverter circuit 61 and the motor control unit 62 are housed in an inverter housing. The inverter circuit 61 drives the motor 81 by converting the power supplied to the motor 81. The inverter circuit 61 may be referred to as a drive unit. The inverter circuit 61 converts the power supplied to the motor 81 from direct current to alternating current. The inverter circuit 61 is a power conversion unit that converts power. The inverter circuit 61 is a multi-phase power conversion unit and performs power conversion for each of the multi-phases. The inverter circuit 61 is, for example, a three-phase inverter and may simply be referred to as an inverter. The motor 81 drives according to the voltage and current supplied from the inverter circuit 61.

[0034] The motor control unit 62 performs motor control via the inverter circuit 61. The motor control unit 62 controls the motor 81 by controlling the inverter circuit 61. The motor control unit 62 is electrically connected to the flight control device 40 and performs motor control according to a signal from the flight control device 40.

[0035] The rotation sensor 55 detects the rotation speed of the motor 81 as the motor rotation speed. The rotation sensor 55 includes, for example, an encoder or a resolver. The current sensor 56 detects the current flowing through the motor 81 as the motor current. The current sensor 56 detects the motor current for, for example, each of a plurality of phases. The voltage sensor 57 detects the voltage input to the motor 81 as the motor voltage. The rotation sensor 55, the current sensor 56, and the voltage sensor 57 are provided, for example, in the motor device 80. Note that the rotation sensor 55, the current sensor 56, and the voltage sensor 57 may be provided in the inverter device 60.

[0036] The motor temperature sensor 58 is provided, for example, in the motor device 80, and detects the temperature of the motor device 80 as the motor temperature. The motor temperature sensor 58 detects, for example, the temperature of a part where the temperature is likely to rise due to the driving of the motor 81 inside the motor device 80. The motor temperature sensor 58 detects the temperature of, for example, the motor stator 82 or the motor rotor 83 as a part where the temperature is likely to rise.

[0037] The inverter temperature sensor 59 is provided, for example, in the inverter device 60, and detects the inverter temperature of the inverter device 60 as the inverter temperature. The inverter temperature sensor 59 detects, for example, the temperature of a part where the temperature is likely to rise due to the driving of the inverter circuit 61 inside the inverter device 60. The inverter temperature sensor 59 detects the temperature of, for example, the inverter circuit 61 as a part where the temperature is likely to rise.

[0038] The battery 31 is electrically connected to a plurality of EPUs 50. The battery 31 is a power supply unit that supplies power to the EPUs 50 and corresponds to a power source unit. The battery 31 is a DC voltage source that applies a DC voltage to the EPUs 50. The battery 31 has a rechargeable secondary battery. Examples of such secondary batteries include lithium-ion batteries and nickel-metal hydride batteries. Note that, as the power source unit, in addition to or instead of the battery 31, a fuel cell, a generator, or the like may be used. The battery 31 can store power and corresponds to a power storage device.

[0039] The distributor 32 is electrically connected to the battery 31 and a plurality of EPUs 50. The distributor 32 distributes the power from the battery 31 to the plurality of EPUs 50. The battery 31 is electrically connected to the plurality of EPUs 50 via the distributor 32. The battery 31 supplies power to the EPUs 50 via the distributor 32. Note that if the configuration is such that the power of the battery 31 is supplied to a plurality of EPUs 50, the distributor 32 may not be provided. Examples of configurations where the distributor 32 may not be provided include a configuration in which a power source unit is provided individually for each of the plurality of EPUs 50.

[0040] The eVTOL 10 has a propulsion device 135. The propulsion device 135 has rotors 20 and EPUs 50. The propulsion device 135 can propel the eVTOL 10 by the EPUs 50 driving the rotors 20 to rotate. The propulsion device 135 is a device in which the rotors 20 and the EPUs 50 are integrated.

[0041] The attitude sensor 35 detects the attitude of the eVTOL 10. The attitude of the eVTOL 10 may sometimes be referred to as the airframe attitude. When the eVTOL 10 is flying, the attitude of the eVTOL 10 may sometimes be referred to as the flight attitude. The attitude sensor 35 outputs a detection signal corresponding to the attitude of the eVTOL 10. The eVTOL 10 has at least one of a speed sensor, a gyro sensor, and an altitude sensor as the attitude sensor 35.

[0042] The speed sensor is a speed sensor that detects the speed of the eVTOL 10. The speed sensor detects the speed of the eVTOL 10 for at least one of, for example, the direction in which the roll axis AX extends, the direction in which the pitch axis AY extends, and the direction in which the yaw axis AZ extends. The gyro sensor is an angular velocity sensor that detects the angular velocity of the eVTOL 10. The gyro sensor detects the angular velocity of the eVTOL 10 for each of, for example, the roll direction, the pitch direction, and the yaw direction. The roll direction is the circumferential direction of the roll axis AX, the pitch direction is the circumferential direction of the pitch axis AY, and the yaw direction is the circumferential direction of the yaw axis AZ. The altitude sensor is a sensor that detects the altitude of the eVTOL 10.

[0043] Sensors 35, 55 to 59 are electrically connected to the flight control device 40. Sensors 35, 55 to 59 output a detection signal to the flight control device 40. Note that sensors 35, 55 to 59 may be electrically connected to the motor control unit 62. In this configuration, the detection signal of sensors 35, 55 to 59 is input to the flight control device 40 via the motor control unit 62.

[0044] The flight control device 40 shown in FIG. 2 is, for example, an ECU and performs flight control for flying the eVTOL 10. The flight control device 40 is a control device that controls the flight system 30 and controls, for example, the EPU 50. ECU is an abbreviation for Electronic Control Unit. The flight control device 40 is mainly configured by a computer. This computer has a processor 41, a memory 42, an input / output interface, a bus connecting these, and the like. The flight control device 40 executes various processes such as flight control processing for performing flight control by executing the control program stored in the memory 42 by the processor 41.

[0045] Processor 41 is hardware for arithmetic processing coupled to memory 42. Processor 41 executes various processes such as flight control processing by accessing memory 42. Memory 42 is a storage medium that stores a control program and the like. For example, memory 42 is a non-transitory physical storage medium that non-temporarily stores a program and data readable by a computer. Also, the non-transitory physical storage medium is a non-transitory tangible storage medium and is realized by a semiconductor memory or a magnetic disk or the like. Memory 42 stores a control program for performing flight control and the like. The control program for performing flight control corresponds to the flight control program. Memory 42 may be referred to as a storage unit.

[0046] Flight control device 40 is electrically connected to EPU 50. Flight control device 40 performs flight control according to detection results of various sensors and the like. This flight control includes EPU control for driving EPU 50 and the like. The EPU control includes motor control for driving motor 81 and the like. The detection results of various sensors include the detection results of sensors 35, 55 to 59.

[0047] Flight control device 40 controls the driving of motor 81 and EPU 50 so that eVTOL 10 flies in a stable attitude. The stable attitude is an attitude in a state where the angle of eVTOL 10 is a normal angle and is stable. If the angle of eVTOL 10 is within the allowable range, the angle of eVTOL 10 is a normal angle. The angles of eVTOL 10 include, for example, the angle in the roll direction, the angle in the pitch direction, and the angle in the yaw direction. If each of the angle in the roll direction, the angle in the pitch direction, and the angle in the yaw direction is within the allowable range, the angle of eVTOL 10 is a normal angle. In the stable attitude, the angle change of eVTOL 10 is within the allowable range. The angle change is indicated by, for example, the angular velocity. In the stable attitude, each of the angular velocity in the roll direction, the angular velocity in the pitch direction, and the angular velocity in the yaw direction of eVTOL 10 is within the allowable range.

[0048] The attitude of the eVTOL 10 includes a normal attitude and an abnormal attitude that is not normal. The stable attitude is included in the normal attitude. When the attitude of the eVTOL 10 is stable, the eVTOL 10 is in a stable attitude. When the attitude of the eVTOL 10 is not stable, the eVTOL 10 is not in a stable attitude. In this case, the eVTOL 10 is in an abnormal attitude, for example.

[0049] The flight control of the eVTOL 10 will be described with reference to the flowchart of FIG. 3. The flight control device 40 repeatedly executes flight control processing at a predetermined control cycle. The flight control device 40 has a function of executing the processing of each step of the flight control processing. The control method executed by the flight control processing corresponds to the flight control method.

[0050] In step S101 shown in FIG. 3, the flight control device 40 acquires the state of the motor 81 as the motor state. The flight control device 40 acquires the motor state for all the motors 81. The flight control device 40 acquires the motor state using the detection signals of the sensors 55 to 59 and the like. The motor state is the driving state of the motor 81, for example, the motor output. The motor output is the output of the motor 81, for example, the work amount, torque, rotation speed, etc. of the motor 81. The motor output is calculated using at least one of the motor rotation speed, motor current, motor voltage, and motor temperature. The motor output is a detected value calculated using the detection signals of the sensors 55 to 58 and the like. The motor output is a detected value for each measurement, for example, an instantaneous value. The motor 81 generates thrust and lift according to the motor output. The power supplied to the motor 81 is the power for generating thrust and lift in the motor 81.

[0051] By acquiring the motor state, the flight control device 40 will acquire the EPU state. The EPU state is the driving state of the EPU 50, for example, the EPU output. The EPU output is determined by the motor output. In this embodiment, since one EPU 50 has one motor 81, the EPU output is the same as the motor output.

[0052] The flight control device 40 determines whether a motor abnormality has occurred in step S102. The flight control device 40 determines whether a motor abnormality has occurred for all the motors 81. For this determination, for example, the motor state is used. The motor abnormality is an abnormality of the motor device 80. The motor abnormality includes an abnormality of the motor 81. Examples of the motor abnormality include an excess or deficiency of the motor output and an overheat abnormality of the motor temperature. The flight control device 40 makes determinations such as whether the motor output at a predetermined timing is excessive and whether the motor output at a predetermined timing is too small. For example, when the motor output at a predetermined timing is greater than the allowable range, the flight control device 40 determines that a motor abnormality has occurred, considering the motor output to be excessive. Also, when the motor output at a predetermined timing is smaller than the allowable range, the flight control device 40 determines that a motor abnormality has occurred, considering the motor output to be too small. Further, when the motor temperature at a predetermined timing is higher than the allowable range, the flight control device 40 determines that a motor abnormality has occurred, considering the motor temperature to be high. When a motor abnormality occurs, the flight control device 40 acquires the position and number of the motor 81 in which the abnormality has occurred.

[0053] Causes of motor abnormalities include physical abnormalities, mechanical abnormalities, control system abnormalities, and power supply system abnormalities that occur in the motor device 80 and the inverter device 60, etc. When a motor abnormality occurs, the airframe attitude of the eVTOL 10 may become unstable due to the presence of the abnormal motor and the abnormal EPU. The abnormal motor is the motor 81 in which the abnormality has occurred. The abnormal EPU is the EPU 50 having the abnormal motor. When the output of the abnormal motor at a predetermined timing is excessive, the rotor 20 driven to rotate by the abnormal motor may over-rotate, and excessive thrust or lift may be generated. When the output of the abnormal motor thus becomes excessively large, the airframe attitude tends to become unstable. On the other hand, when the output of the abnormal motor at a predetermined timing is too small, the rotation of the rotor 20 driven to rotate by the abnormal motor may be insufficient, and the thrust and lift may be insufficient. Also, when the temperature of the abnormal motor at a predetermined timing is higher than the allowable range, it becomes difficult to continue continuous driving of the abnormal motor, and it may be necessary to limit the output of the abnormal motor. And when the output of the abnormal motor is limited, the output of the abnormal motor becomes too small, and the thrust and lift may be insufficient. When the output of the abnormal motor is insufficient in these ways, the airframe attitude tends to become unstable.

[0054] When no motor abnormality has occurred, the flight control device 40 proceeds to step S112 and performs normal attitude processing. In the normal attitude processing, the outputs of the normal motor and the normal EPU are adjusted so that the flight attitude of the eVTOL 10 becomes a stable attitude. The normal motor is the motor 81 in which no abnormality has occurred. The normal EPU is the EPU 50 that does not have an abnormal motor. In the normal attitude processing, assuming that all the motors 81 mounted on the eVTOL 10 are normal motors, the output of the normal motor is adjusted.

[0055] The normal posture processing includes output setting processing and output adjustment processing. In the output setting processing, the total output required to fly the eVTOL 10 and the individual output required to maintain the eVTOL 10 in a stable posture are calculated. The total output is the sum of the required outputs demanded of all the motors 81 for the output generated by all the motors 81. The individual output is the required output individually demanded of each of all the motors 81 for the output generated by each of all the motors 81. The flight control device 40 makes an output request to the motor 81 by, for example, outputting a command signal to the motor 81. The required output is calculated according to the operation mode of the operation unit and the like. The operation unit is an operation target such as an operation lever operated by a pilot.

[0056] In the output adjustment processing, a target output is set for each of all the motors 81 so that all the motors 81 generate an individual output. In the output adjustment processing, output adjustment is performed for each of all the motors 81 so that the motor output becomes the target output. In the output adjustment processing, for example, torque, current, or the like is set as the target output.

[0057] If there is even one motor 81 in which an abnormality has occurred, the flight control device 40 proceeds to step S103 assuming that a motor abnormality has occurred. At step S103, the flight control device 40 determines whether the abnormal motor can be driven. The flight control device 40 makes, for example, a determination as to whether power supply to the abnormal motor is possible, a determination as to whether the abnormal motor can withstand driving, and the like. Further, the flight control device 40 makes, for example, a determination as to whether a secondary abnormality occurs along with the driving of the abnormal motor. When the output of the abnormal motor is excessive, examples of the secondary abnormality include the output of the abnormal motor becoming even larger. Also, when the temperature of the abnormal motor is high, examples of the secondary abnormality include the temperature of the abnormal motor rising further. The detection signals of the sensors 55 to 59 and the like are used for the determination as to whether a secondary abnormality occurs.

[0058] When the abnormal motor cannot be driven, the flight control device 40 proceeds to step S107 and performs a drive stop process. In the drive stop process, a process for stopping the drive of the abnormal motor is performed. In the drive stop process, for example, the drive of the abnormal motor is stopped by stopping the power supply to the abnormal motor.

[0059] After step S107, the flight control device 40 performs an abnormal attitude process in step S110. In the abnormal attitude process, the output of the normal motor is adjusted so that the eVTOL 10 is maintained in a stable attitude with the drive of the abnormal motor stopped. For example, when an abnormal motor exists on the right wing side of the eVTOL 10, the flight control device 40 increases the output of the normal motors remaining on the right wing side. In this case, the flight control device 40 can balance the output between the right wing side and the left wing side of the eVTOL 10. Therefore, even when the drive of the abnormal motor is stopped, the eVTOL 10 is likely to be in a stable attitude.

[0060] The flight control device 40 performs a notification process in step S111. As the notification process, the flight control device 40 performs an abnormal notification notifying that a motor abnormality has occurred. In the notification process, it is notified to the pilot or the like that a motor abnormality has occurred. In the notification process, abnormal motor information regarding the abnormal motor is notified. Examples of the abnormal motor information include information indicating the position and number of the abnormal motors in the eVTOL 10. Also, examples of the abnormal motor information include information indicating the drive stop of the abnormal motor, information indicating the continued drive of the abnormal motor, and information indicating the output of the abnormal motor. In the notification process, the occurrence of the motor abnormality is notified by voice, image, or the like.

[0061] In the notification process, attitude information regarding the attitude of the eVTOL 10 or the like may be notified. Examples of the attitude information include information indicating that the eVTOL 10 is maintained in a stable attitude and information indicating that the eVTOL 10 is not in a stable attitude.

[0062] When the abnormal motor can be driven, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable attitude in steps S104 to S106. The function of executing the processes of steps S104 to S106 in the flight control device 40 corresponds to the maintenance determination unit. When the eVTOL 10 can be maintained in a stable attitude, the flight control device 40 adjusts the output of at least one of the normal motor and the abnormal motor to maintain the eVTOL 10 in a stable attitude in steps S107 to S110. The function of executing the processes of steps S107 to S109 in the flight control device 40 corresponds to the output adjustment unit.

[0063] In step S104, the flight control device 40 determines whether to stop driving the abnormal motor. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable attitude even if the driving of the abnormal motor is stopped. The flight control device 40 assumes that the driving of the abnormal motor is stopped and determines whether the eVTOL 10 can be maintained in a stable attitude by using the normal motor information and the abnormal motor information, etc. The normal motor information includes information indicating the driving state, information indicating the current output magnitude, and the maximum output that can be output for all normal motors. For example, when an abnormal motor exists on the right wing side of the eVTOL 10, the flight control device 40 assumes that the driving of this abnormal motor is stopped and determines whether the eVTOL 10 can be maintained in a stable attitude by increasing the output of the normal motor on the right wing side, etc. The function of executing the process of step S104 in the flight control device 40 corresponds to the stop determination unit.

[0064] When the eVTOL 10 can be maintained in a stable attitude even if the driving of the abnormal motor is stopped, the flight control device 40 proceeds to step S107 assuming that the driving of the abnormal motor is stopped. In this case, the flight control device 40 performs the drive stop process in step S107 in the same manner as when the abnormal motor cannot be driven. The function of executing the process of step S107 in the flight control device 40 corresponds to the drive stop unit. After step S107, the flight control device 40 performs the processes of steps S110 and S111.

[0065] When the eVTOL 10 cannot be maintained in a stable attitude when the drive of the abnormal motor stops, the flight control device 40 determines at step S104 not to stop the drive of the abnormal motor. When not stopping the drive of the abnormal motor, the flight control device 40 determines at steps S105 and S106 whether the eVTOL 10 can be maintained in a stable attitude even if the drive of the abnormal motor continues. The function of executing the processes of steps S105 and S106 in the flight control device 40 corresponds to the continuous determination unit. Also, when not stopping the drive of the abnormal motor, the flight control device 40 continues the drive of the abnormal motor at steps S108 and S109. The function of executing the processes of steps S108 and S109 in the flight control device 40 corresponds to the drive continuation unit.

[0066] The flight control device 40 determines at step S105 whether to continuously drive the abnormal motor. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable attitude when the abnormal motor is continuously driven. Continuous drive means that the drive of the abnormal motor continues continuously. The flight control device 40 assumes that the abnormal motor is continuously driven and determines whether the eVTOL 10 can be maintained in a stable attitude using abnormal motor information, normal motor information, etc. For example, when the abnormal motor is present on the right wing side of the eVTOL 10, the flight control device 40 assumes that this abnormal motor is continuously driven and determines whether the eVTOL 10 can be maintained in a stable attitude, such as by increasing or decreasing the output of the normal motor on the right wing side.

[0067] When continuously driving the abnormal motor, the flight control device 40 proceeds to step S108 and performs continuous drive processing. In the continuous drive processing, processing for continuously driving the abnormal motor is performed. In the continuous drive processing, for example, the abnormal motor is continuously driven by continuously supplying power to the abnormal motor. The function of executing the process of step S108 in the flight control device 40 corresponds to the continuous drive unit. After step S108, the flight control device 40 performs the processes of steps S110 and S111 in the same manner as when stopping the drive of the abnormal motor.

[0068] When the abnormal motor is not continuously driven, the flight control device 40 proceeds to step S106 on the assumption that even if the abnormal motor is continuously driven, the eVTOL 10 cannot be maintained in a stable attitude. At step S106, the flight control device 40 determines whether to intermittently drive the abnormal motor. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable attitude when the abnormal motor is intermittently driven. Intermittent driving means that the driving of the abnormal motor is performed intermittently. In intermittent driving, the execution and stop of the driving of the abnormal motor are repeatedly performed at a predetermined cycle. The cases where the eVTOL 10 cannot be maintained in a stable attitude even if the abnormal motor is continuously driven include the case where the output of the abnormal motor is excessive and the case where the output of the abnormal motor is too small. The flight control device 40 determines whether the output of the abnormal motor at a predetermined timing is excessive, and when the output of the abnormal motor is excessive, determines to perform intermittent driving of the abnormal motor. The function for executing the process of step S106 in the flight control device 40 corresponds to the excessive determination unit.

[0069] For example, when the abnormal motor is present on the right wing side of the eVTOL 10, the flight control device 40 makes a determination such as whether the eVTOL 10 can be maintained in a stable attitude by, for example, assuming that this abnormal motor is intermittently driven and increasing or decreasing the output of the normal motor on the right wing side.

[0070] When the abnormal motor is not intermittently driven, the flight control device 40 proceeds to step S108 on the assumption that the output of the abnormal motor is not excessive and performs continuous driving processing. In this case, even if the output of the continuously driven abnormal motor is too small, the output of the abnormal motor can be utilized to maintain the eVTOL 10 in a stable attitude. After step S108, the flight control device 40 proceeds to step S110 and performs abnormal attitude processing. In the abnormal attitude processing, the flight control device 40 adjusts the output of the normal motor so as to maintain the eVTOL 10 in a stable attitude by utilizing the output of the continuously driven abnormal motor.

[0071] When intermittently driving the abnormal motor, assuming that the output of the abnormal motor is excessive, the flight control device 40 proceeds to step S109 and performs intermittent drive processing. In the intermittent drive processing, processing for intermittently driving the abnormal motor is performed. In the intermittent drive processing, for example, the abnormal motor is intermittently driven by intermittently supplying power to the abnormal motor. When the abnormal motor is intermittently driven, the average output of the abnormal motor per unit time becomes smaller than when the abnormal motor is continuously driven. By performing the intermittent drive processing, the flight control device 40 reduces the output of the abnormal motor compared to when performing continuous drive processing. The function of executing the processing of step S109 in the flight control device 40 corresponds to the degradation continuation unit.

[0072] After step S109, the flight control device 40 proceeds to step S110 and performs abnormal attitude processing. In the abnormal attitude processing, the flight control device 40 adjusts the output of the normal motor so as to maintain the eVTOL 10 in a stable attitude by utilizing the output of the abnormal motor that is intermittently driven.

[0073] The attitude maintenance of the eVTOL 10 by the abnormal motor and the normal motor will be collectively described. In the eVTOL 10, even if at least one motor 81 becomes an abnormal motor, the driving of each of the abnormal motor and the normal motor is individually controlled, so that the motor output required to maintain the aircraft attitude can be ensured. For example, when the abnormal motor is stopped and the aircraft attitude cannot be maintained even by adjusting the output of the normal motor, the power supply to the abnormal motor is continued to maintain the aircraft attitude. On the other hand, when the abnormal motor is stopped and the aircraft attitude can be maintained in a stable attitude by adjusting the output of the normal motor, the power supply to the abnormal motor is stopped to maintain the aircraft attitude. When the aircraft attitude cannot be maintained due to excessive output when continuous power is supplied to the abnormal motor as in normal times, the power supply to the abnormal motor is periodically stopped and restarted. By repeating the power supply stop and power supply restart, the average motor output generated by the abnormal motor is adjusted, thereby stabilizing the aircraft attitude.

[0074] When an abnormality occurs in the motor 81, if there is a concern that a secondary abnormality may occur if the driving of the abnormal motor is continued, the driving of the abnormal motor is stopped regardless of whether the aircraft attitude can be maintained. In particular, when the abnormality of the motor 81 is an over-output abnormality, the rotational speed, current, temperature, etc. of the abnormal motor become excessively large, so the risk of a secondary abnormality occurring is likely to increase. In addition, as secondary abnormalities, there may be not only an abnormality of the abnormal motor but also an abnormality occurring in other parts of the eVTOL 10 due to the spread of the abnormality of the abnormal motor.

[0075] The over-rotation of the abnormal motor is an abnormal state. Therefore, if the aircraft attitude can be maintained even when the driving of the abnormal motor is stopped, it is better to stop the driving of the abnormal motor. However, if there is a concern that the stability of the aircraft attitude cannot be maintained by stopping the driving of the abnormal motor, the power supply to the abnormal motor is continued within a safe range. In the memory 42 or the like, there may be stored in advance a program or the like for determining whether the aircraft attitude can be maintained when an abnormality such as a failure occurs in each of the plurality of motors 81. Further, when the driving of the abnormal motor is stopped, the power supply to the abnormal motor may be restarted on the condition that a sign of destabilization of the aircraft attitude is detected.

[0076] When an over-rotation abnormality of the abnormal motor occurs, the flight control device 40 cannot perform normal output control, and an excessive output is generated due to the driving of the abnormal motor. Therefore, if the power supply to the abnormal motor is continuously performed as in the normal state, there is a concern that the output of the abnormal motor becomes too large and the aircraft attitude cannot be stabilized only by adjusting the output of other normal motors. In this case, it is preferable to repeatedly turn on and off the power supply to the abnormal motor to forcibly reduce the average value of the output and stabilize the aircraft attitude as much as possible.

[0077] In an aircraft equipped with a plurality of flight motors, when an output abnormality occurs in some of the flight motors, it is necessary to adjust the output of the remaining flight motors to stabilize the aircraft attitude. For this reason, it is not realistic for the pilot to manually perform an operation to adjust the output of all the remaining flight motors when an abnormality occurs in a flight motor. Therefore, when an abnormality occurs in a flight motor, it is preferable to automatically perform control to stabilize the aircraft attitude.

[0078] According to the present embodiment described so far, when an abnormality occurs in the motor 81, for at least one of the state where the drive of the abnormal motor is stopped and the state where the drive of the abnormal motor is continued, it is determined whether the eVTOL 10 can be maintained in a stable attitude. For this reason, even if the drive of the abnormal motor is not actually stopped or continued, the attitude of the eVTOL 10 can be estimated. Moreover, when it is determined that the eVTOL 10 can be maintained in a stable attitude, the output of at least one of the abnormal motor and the normal motor is adjusted so that the eVTOL 10 is maintained in a stable attitude. For this reason, even if the drive of the abnormal motor is actually stopped or continued, the flight attitude of the eVTOL 10 can be maintained in a stable attitude by the abnormal motor and the normal motor. Therefore, the safety of the eVTOL 10 can be enhanced when an abnormality occurs in the motor 81.

[0079] According to the present embodiment, when the eVTOL 10 cannot be maintained in a stable attitude in a state where the drive of the abnormal motor is stopped, the drive of the abnormal motor is continued. In this configuration, the drive of the abnormal motor can be utilized to maintain the eVTOL 10 in a stable attitude within a range where secondary abnormalities associated with the drive of the abnormal motor do not occur. For this reason, it is possible to suppress a decrease in the safety of the eVTOL 10 due to the occurrence of the abnormal motor by driving the abnormal motor.

[0080] According to this embodiment, when the drive of the abnormal motor is stopped, the eVTOL 10 cannot be maintained in a stable posture. Moreover, when the output of the abnormal motor is excessive, the drive of the abnormal motor is continued so that the output of the abnormal motor decreases. In this configuration, it is possible to suppress the occurrence of secondary abnormalities caused by the excessive output of the abnormal motor by reducing the output of the abnormal motor. Therefore, while suppressing the occurrence of secondary abnormalities associated with the drive of the abnormal motor, the drive of the abnormal motor can be utilized to maintain the eVTOL 10 in a stable posture.

[0081] According to this embodiment, by intermittently continuing the drive of the abnormal motor, a decrease in the output of the abnormal motor is realized. In this configuration, since the drive of the abnormal motor is intermittently continued, the average output of the abnormal motor becomes smaller than when the drive of the abnormal motor is continuously continued. Therefore, for example, even if the abnormal mode of the abnormal motor is such that it cannot reduce the instantaneous value of the output, the output of the abnormal motor can be substantially reduced as long as the abnormal motor can be driven and stopped. Therefore, even if it is difficult to maintain the eVTOL 10 in a stable posture due to the excessive output of the abnormal motor, it becomes possible to maintain the eVTOL 10 in a stable posture by substantially reducing the output of the abnormal motor. Thus, by intermittently continuing the drive of the abnormal motor, it is possible to suppress a decrease in the safety of the eVTOL 10.

[0082] When the output of the abnormal motor is not excessive, the output of the abnormal motor is too small, and the output of the abnormal motor is insufficient to maintain the eVTOL 10 in a stable posture. In contrast, according to this embodiment, when the drive of the abnormal motor is stopped, the eVTOL 10 cannot be maintained in a stable posture, and when the output of the abnormal motor is not excessive, the drive of the abnormal motor is continuously continued. Thereby, even if the eVTOL 10 cannot be maintained in a stable posture due to the too small output of the abnormal motor, it becomes possible to bring the eVTOL 10 closer to a stable posture by utilizing the output of the abnormal motor.

[0083] According to this embodiment, when the eVTOL 10 can be maintained in a stable attitude with the drive of the abnormal motor stopped, the drive of the abnormal motor is stopped. In this configuration, while avoiding the occurrence of secondary abnormalities by continuing to drive the abnormal motor, the eVTOL 10 can be maintained in a stable attitude by driving the normal motor.

[0084] According to this embodiment, for both the state where the drive of the abnormal motor is stopped and the state where the drive of the abnormal motor is continued, it is determined whether the eVTOL 10 can be maintained in a stable attitude. Therefore, even if the drive of the abnormal motor is not actually stopped, the attitude of the eVTOL 10 can be estimated assuming that the drive of the abnormal motor is stopped. Similarly, even if the drive of the abnormal motor is not actually continued, the attitude of the eVTOL 10 can be estimated assuming that the drive of the abnormal motor is continued. Therefore, regardless of whether the drive of the abnormal motor is stopped or continued, the flight attitude of the eVTOL 10 can be maintained in a stable attitude by the abnormal motor and the normal motor.

[0085] <Second Embodiment> In the second embodiment, in the notification process executed when a motor abnormality occurs, in addition to the abnormality notification, a request for evacuation of the eVTOL 10 to the pilot is made. Regarding the configuration, operation, and effects not specifically described in the second embodiment, they are the same as those in the first embodiment above. In the second embodiment, the description will focus on the points different from the first embodiment above.

[0086] In this embodiment, the flight control device 40 performs a request process for requesting the pilot to evacuate the eVTOL 10 in step S111 of the first embodiment above. The notification process performed by the flight control device 40 in step S111 will be described with reference to the flowchart of FIG. 4.

[0087] The flight control device 40 performs an abnormality notification process in step S201 shown in FIG. 4. In the abnormality notification process, the flight control device 40 notifies that a motor abnormality has occurred, similar to step S111 of the first embodiment. Note that in the abnormality notification process, attitude information of the eVTOL 10 and the like may be notified.

[0088] In step S202, the flight control device 40 performs a flight determination on whether the eVTOL 10 can fly in a stable attitude. In the flight determination, it is determined whether the eVTOL 10 can cruise while maintaining a stable attitude. Flight modes when the eVTOL 10 can be maintained in a stable attitude include cruising, hovering, and vertical landing. When a motor abnormality occurs, in order to maintain the eVTOL 10 in a stable attitude, for example, a situation may occur where cruising is possible while vertical landing is not. In the flight determination, if the eVTOL 10 can cruise while maintaining a stable attitude, it is considered that the eVTOL 10 can fly in a stable attitude.

[0089] The flight control device 40 will perform the flight determination after the abnormal attitude process in step S110. That is, the flight determination is performed while the output of the motor 81 for maintaining the eVTOL 10 in a stable attitude is being adjusted. If the eVTOL 10 can cruise while maintaining a stable attitude, the flight control device 40 proceeds to step S205 assuming that the eVTOL 10 can fly in a stable attitude.

[0090] In step S205, the flight control device 40 performs a flight permission process. In the flight permission process, a flight continuation permission for permitting the continued flight of the eVTOL 10 is notified. The flight continuation permission is notified to the pilot or the like. Information notified by the flight permission process includes that the eVTOL 10 can fly in a stable attitude due to the adjustment of the output of the motor 81. In the flight permission process, the flight continuation permission is notified by voice, image, etc.

[0091] After step S205, the flight control device 40 proceeds to step S208 and performs manual processing. The manual processing is for the pilot to make the eVTOL 10 in a state where it can be controlled. For example, when the control of the eVTOL 10 is automatically set, the control of the eVTOL 10 is switched from automatic to manual by the manual processing. In the manual processing, at least one of the controls for flying the eVTOL 10 is switched from automatic to manual. In the manual processing, for example, the control for changing the traveling direction of the eVTOL 10 is switched from automatic to manual. Automatic means that the control of the eVTOL 10 is performed by the flight control device 40. Note that the control for maintaining the eVTOL 10 in a normal posture cannot be switched from automatic to manual. The control for maintaining the eVTOL 10 in a normal posture includes at least the control performed by the processing of steps S102 to S110.

[0092] When the eVTOL 10 cannot fly while maintaining a stable posture, the flight control device 40 performs processing for evacuating the eVTOL 10 in steps S203, S204, S206, and S207. The flight control device 40 performs processing for determining an evacuation method for evacuating the eVTOL 10 in steps S203 and S204. The flight control device 40 performs processing for requesting to evacuate the eVTOL 10 in steps S206 and S207. In this processing, processing for requesting the evacuation of the eVTOL 10 to the pilot or the like is performed. The function for executing the processing of steps S206 and S207 in the flight control device 40 corresponds to the evacuation request unit.

[0093] When the eVTOL 10 cannot cruise while maintaining a stable posture, the flight control device 40 proceeds to step S203. The flight control device 40 determines whether the eVTOL 10 can land in a stable posture at step S203. In this determination, it is determined whether it is possible to perform a vertical landing while maintaining the eVTOL 10 in a stable posture.

[0094] If the eVTOL 10 can perform a vertical landing while maintaining a stable attitude, the flight control device 40 proceeds to step S204 on the assumption that the eVTOL 10 can land in a stable attitude. In step S204, the flight control device 40 determines whether there is a landing area below the eVTOL 10. Landing areas include regular landing fields and irregular landing fields. A regular landing field is, for example, a landing field recognized by a country or a local government. An irregular landing field is, for example, a landing field not recognized by a country or a local government.

[0095] If there is a landing area below the eVTOL 10, the flight control device 40 proceeds to step S206 and performs a landing request process. In the landing request process, a landing request is made to land the eVTOL 10 at the landing area below. In the landing request process, as an evacuation request, the landing request is notified to the pilot or the like. In the landing request process, the landing request is notified by voice, image, or the like. Information notified by the landing request includes that there is a landing area below the eVTOL 10 and that the eVTOL 10 can perform a vertical landing in a stable attitude. In the landing adjustment process, it is selected to immediately land the eVTOL 10 as an evacuation due to an abnormality occurrence. The function for executing the process of step S206 in the flight control device 40 corresponds to the landing request unit. After step S206, the flight control device 40 proceeds to step S208 and performs a manual process.

[0096] While the eVTOL 10 can land in a stable attitude, if there is no landing area below the eVTOL 10, the flight control device 40 proceeds to step S207 and performs a search request process. In the search request process, a search request for searching for a landing area is made. In the search request process, the search request is notified to the pilot or the like as an evacuation request. In the search request process, the search request is notified by voice, image, etc. Information notified by the search request includes that there is no landing area below the eVTOL 10 and that the eVTOL 10 can vertically land in a stable attitude. In the search request process, when a landing area is discovered by the search, a process of requesting to move the eVTOL 10 above the landing area is performed. In the search request process, as an evacuation of the eVTOL 10 due to an abnormality, it is selected to move the eVTOL 10 to the landing area and land it. The function of executing the process of step S207 in the flight control device 40 corresponds to the search request unit.

[0097] After step S207, the flight control device 40 proceeds to step S208 and performs a manual process. When a landing area is discovered by the search, the pilot manually performs the operation to land the eVTOL 10 maintained in the stable attitude on the landing area.

[0098] If the eVTOL 10 cannot land in a stable attitude, the flight control device 40 proceeds to step S207 and performs a search request process. In this search request process, it is notified that it is not possible to maintain the eVTOL 10 in a stable attitude during the vertical landing of the eVTOL 10. When the manual process is performed in step S208 when the eVTOL 10 cannot land in a stable attitude, the pilot will manually perform the operation to land the eVTOL 10 that cannot be maintained in a stable attitude on the landing area.

[0099] The request processing when a motor abnormality occurs will be collectively described. When an abnormality occurs in the eVTOL 10, it is desirable for the eVTOL 10 to quickly land at a safe location. In particular, when the eVTOL 10 cannot perform normal flight in a stable attitude, it is preferable to land the eVTOL 10 as soon as possible. If the eVTOL 10 is in a situation where it can perform vertical landing, vertical landing is the fastest way to land. On the other hand, in the case where the eVTOL 10 cannot perform vertical landing, by instructing the pilot to search for a place where it can land safely, the occurrence of abnormal situations can be suppressed. Examples of cases where the eVTOL 10 cannot perform vertical landing include when it is difficult to perform vertical landing while maintaining a stable attitude, and when the eVTOL 10 is flying over a place where it cannot land, such as a steep slope or a residential area. Examples of abnormal situations include continuing to fly the eVTOL 10 in an abnormal attitude and performing vertical landing of the eVTOL 10 in an unstable attitude.

[0100] However, it is preferable to leave the final decision to the pilot's judgment. For this reason, when a motor abnormality occurs in the eVTOL 10, it is preferable that the maintenance of the aircraft attitude is performed by automatic control, and the landing and flight operations are entrusted to the pilot.

[0101] According to the present embodiment, even if the output of at least one of the abnormal motor and the normal motor is adjusted, when the eVTOL 10 cannot fly while maintaining a stable attitude, the eVTOL 10 is requested to take evasive action. In this configuration, when the eVTOL 10 cannot fly in a stable attitude, the pilot can immediately perform operations for landing or evasion of the eVTOL 10. Therefore, it is possible to avoid the situation where the safety of the eVTOL 10 continues to decline due to the situation where the eVTOL 10 cannot fly in a stable attitude.

[0102] According to this embodiment, when there is a landing - possible area below the eVTOL 10 and the eVTOL 10 can be maintained in a stable attitude when vertically landing, the eVTOL 10 is requested to vertically land on the landing - possible area. In this case, the pilot can immediately perform an operation to vertically land the eVTOL 10 on the landing - possible area. By landing the eVTOL 10 on the landing - possible area, the pilot can eliminate the situation where the eVTOL 10 cannot fly in a safe attitude.

[0103] According to this embodiment, when there is no landing - possible area below the eVTOL 10 or the eVTOL 10 cannot be maintained in a stable attitude when vertically landing, it is requested to search for a landing - possible area. In this case, the pilot can immediately perform an operation to search for a landing - possible area. By knowing the search result of the landing - possible area, the pilot can more easily get out of the situation where the eVTOL 10 cannot land in a stable attitude.

[0104] <Third Embodiment> In the first embodiment described above, abnormal - attitude processing was performed in step S110 regardless of whether the drive of the abnormal motor stopped or continued. In contrast, in the third embodiment, different processing is performed according to the drive mode of the abnormal motor. Regarding the configuration, operation, and effect not particularly described in the third embodiment, they are the same as those in the first and second embodiments. In the third embodiment, the description will focus on the differences from the first and second embodiments.

[0105] The flight control process performed by the flight control device 40 will be described with reference to the flowchart of FIG. 5. In this embodiment, steps S301, S302, and S303 are performed instead of step S110 in the first embodiment. The function of executing the processes of steps S301, S302, and S303 in the flight control device 40 corresponds to the output adjustment unit. Note that in the flight control device 40, the function of executing step S110 includes the function of executing the processes of steps S301, S302, and S303.

[0106] After performing the drive stop process in step S107, the flight control device 40 proceeds to step S301 and performs a stop attitude process. In the stop attitude process, the output of the normal motor is adjusted so as to maintain the eVTOL 10 in a stable attitude with the drive of the abnormal motor stopped. The stop attitude process is a process performed in accordance with the drive stop process in order to maintain the eVTOL 10 in a stable attitude.

[0107] After performing the continuous drive process in step S108, the flight control device 40 proceeds to step S302 and performs a continuous attitude process. In the continuous attitude process, the output of the normal motor is adjusted so as to maintain the eVTOL 10 in a stable attitude with the drive of the abnormal motor continuously continued. The continuous attitude process is a process performed in accordance with the continuous drive process in order to maintain the eVTOL 10 in a stable attitude.

[0108] After performing the intermittent drive process in step S109, the flight control device 40 proceeds to step S303 and performs an intermittent attitude process. In the intermittent attitude process, the output of the normal motor is adjusted so as to maintain the eVTOL 10 in a stable attitude with the drive of the abnormal motor intermittently continued. The intermittent attitude process is a process performed in accordance with the intermittent drive process in order to maintain the eVTOL 10 in a stable attitude.

[0109] <Fourth Embodiment> In the first embodiment described above, the EPU 50 has one motor 81. In contrast, in the fourth embodiment, the EPU 50 has a plurality of motors 81. Regarding the configurations, operations, and effects not particularly described in the fourth embodiment, they are the same as those in the first embodiment described above. In the fourth embodiment, the description will focus on the points different from the first embodiment.

[0110] The EPU 50 shown in FIG. 6 has a plurality of motor devices 80 and inverter devices 60. Since the EPU 50 has a plurality of motor devices 80, it has a plurality of motors 81. In the EPU 50, a plurality of motors 81 can be individually driven. In the EPU 50, an inverter circuit 61 and a motor control unit 62 are individually provided for each of the plurality of motors 81. In the plurality of motors 81, their respective motor shafts 84 are shared. For example, the motor shafts 84 of the plurality of motors 81 are connected to each other so as to form one shaft.

[0111] The EPU 50 has a clutch 101. The clutch 101 can cut off the transmission of the driving force from the motor 81 to the rotor 20. The clutch 101 has a one-way clutch, an electromagnetic clutch, etc. The clutch 101 is provided, for example, in the motor device 80. The clutch 101 can shift between a transmission state and a cutoff state. When the clutch 101 is in the transmission state, the driving force of the motor 81 is transmitted to the rotor 20. In this case, the rotor 20 rotates together with the motor 81. When the clutch 101 is in the cutoff state, the driving force of the motor 81 is not transmitted to the rotor 20. In this case, even if the motor 81 rotates, the rotor 20 does not rotate.

[0112] The clutch 101 is provided for each of the plurality of motors 81. The plurality of clutches 101 enable each of the plurality of motors 81 to rotate individually with respect to the rotor 20. For example, the plurality of clutches 101 are provided between the plurality of motors 81 and the motor shaft 84.

[0113] In the EPU 50, sensors 55 to 58 are provided for each of the plurality of motor devices 80. In the EPU 50, the sensors 55 to 58 included in each of the plurality of motor devices 80 output detection signals to the flight control device 40. In the EPU 50, inverter temperature sensors 59 are provided for the plurality of inverter devices 60. In the EPU 50, the inverter temperature sensors 59 included in each of the plurality of inverter devices 60 output detection signals to the flight control device 40.

[0114] The EPU 50 has, for example, two motors 81, namely a first motor 81A and a second motor 81B. The first motor 81A is included in the first motor device 80A. The second motor 81B is included in the second motor device 80B. The first motor 81A is driven by the first inverter device 60A. The second motor 81B is driven by the second inverter device 60B. The flight control device 40 can control the first motor 81A and the second motor 81B individually. The first motor 81A and the second motor 81B can rotate independently of each other. Clutches 101 are provided for each of the first motor 81A and the second motor 81B. These clutches 101 enable relative rotation between the first motor 81A and the second motor 81B. The first motor 81A and the second motor 81B correspond to motors for flight.

[0115] The flight control of the eVTOL 10 will be described with reference to the flowchart of FIG. 7. In step S401 shown in FIG. 7, the flight control device 40 acquires the motor states for all the motors 81 in the same manner as in step S101 of the first embodiment. The flight control device 40 individually acquires the motor states for each of the plurality of motors 81 included in one EPU 50. The flight control device 40 acquires the EPU states for all the EPUs 50. The flight control device 40 acquires the motor output and the EPU output as the motor state and the EPU state. In this embodiment, since one EPU 50 has a plurality of motors 81, the sum of the plurality of motor outputs in one EPU 50 becomes the EPU output.

[0116] In step S402, the flight control device 40 determines whether a motor abnormality has occurred, in the same manner as step S102 of the first embodiment. The flight control device 40 determines whether a motor abnormality has occurred for each of the plurality of motors 81 included in one EPU 50. If no motor abnormality has occurred, the flight control device 40 proceeds to step S415 and performs normal attitude processing, in the same manner as step S112 of the first embodiment.

[0117] If a motor abnormality has occurred, the flight control device 40 proceeds to step S403. The case where a motor abnormality has occurred may be a case where one EPU 50 has both an abnormal motor and a normal motor. For example, in one EPU 50, one of the first motor 81A and the second motor 81B may be an abnormal motor and the other may be a normal motor. In step S403, the flight control device 40 determines whether the abnormal motor can be driven, in the same manner as step S103 of the first embodiment.

[0118] If the abnormal motor cannot be driven, the flight control device 40 proceeds to step S412 and performs motor stop processing. The motor stop processing is processing for stopping the drive of the abnormal motor, the same as the drive stop processing performed in step S107 of the first embodiment. When one of the first motor 81A and the second motor 81B is an abnormal motor and the other is a normal motor in the abnormal motor, the flight control device 40 stops the drive of the abnormal motor while not stopping the drive of the normal motor.

[0119] After step S412, the flight control device 40 proceeds to step S413 and performs EPU adjustment processing. In the EPU adjustment processing, the output of the normal motor is adjusted so that the EPU output of the abnormal EPU becomes the EPU output before the occurrence of the abnormality. When the EPU output of the abnormal EPU decreases with the stop of the abnormal motor, the flight control device 40 increases the output of the normal motor so as to compensate for this decrease. In this case, the flight control device 40 maintains the eVTOL 10 in a stable attitude by preventing the EPU output of the abnormal EPU from decreasing. After step S413, the flight control device 40 proceeds to step S414 and performs notification processing in the same manner as step S111 of the first embodiment.

[0120] When the abnormal motor is drivable, the flight control device 40 determines in steps S404 to S407 whether the eVTOL 10 can be maintained in a stable attitude. The function of executing the processing of steps S404 to S407 in the flight control device 40 corresponds to the maintenance determination unit. When the eVTOL 10 can be maintained in a stable attitude, the flight control device 40 adjusts the output of at least one of the normal motor and the abnormal motor so as to maintain the eVTOL 10 in a stable attitude in steps S408 to S413. The function of executing the processing of steps S408 to S413 in the flight control device 40 corresponds to the output adjustment unit.

[0121] In steps S404 and S405, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable attitude even when the drive of the abnormal motor stops. This determination is made when the abnormal motor is drivable. The function of executing the processing of steps S404 and S405 in the flight control device 40 corresponds to the stop determination unit.

[0122] In step S404, the flight control device 40 determines whether it is possible to maintain the EPU output of the abnormal EPU. In this determination, assuming that the drive of the abnormal motor has stopped, it is determined whether it is possible to compensate for the decrease in the EPU output due to the stop of the drive of the abnormal motor by increasing the output of the normal motor. By determining whether it is possible to maintain the EPU output of the abnormal EPU, the flight control device 40 determines whether it is possible to maintain the eVTOL 10 in a stable attitude. If it is possible to maintain the EPU output of the abnormal EPU, the flight control device 40 determines that it is possible to maintain the eVTOL 10 in a stable attitude. If it is not possible to maintain the EPU output of the abnormal EPU, the flight control device 40 determines that it is not possible to maintain the eVTOL 10 in a stable attitude.

[0123] If it is possible to maintain the EPU output of the abnormal EPU even when the drive of the abnormal motor stops, the flight control device 40 proceeds to step S412 assuming that the drive of the abnormal motor is stopped. In step S412, the flight control device 40 performs a drive stop process in the same manner as when the abnormal motor cannot be driven. The function for executing the process of step S412 in the flight control device 40 corresponds to the drive stop unit. After step S412, the flight control device 40 performs the processes of steps S413 and S414.

[0124] If it is not possible to maintain the EPU output of the abnormal EPU when the drive of the abnormal motor stops, the flight control device 40 performs the processes of steps S405 to S413. In steps S405 to S413, the flight control device 40 performs processes for maintaining the eVTOL 10 in a normal attitude by at least one of the abnormal EPU and the normal EPU. Steps S405 to S411 basically correspond to steps S104 to S110 of the first embodiment.

[0125] The flight control device 40 determines whether to stop the drive of the abnormal EPU in step S405. In this determination, it is determined whether to stop the drive of each of the abnormal motor and the normal motor in the abnormal EPU. The flight control device 40 determines whether it is possible to maintain the eVTOL 10 in a stable attitude even if the drive of the abnormal EPU is stopped. In this determination, similar to step S104 of the first embodiment, normal motor information, abnormal motor information, etc. are used.

[0126] If it is possible to maintain the eVTOL 10 in a stable attitude even when the drive of the abnormal EPU is stopped, the flight control device 40 proceeds to step S408 assuming that the abnormal EPU is stopped. The flight control device 40 performs an EPU stop process in step S408. In the EPU stop process, a process for stopping the abnormal EPU is performed. In the EPU stop process, the drive of each of the abnormal motor and the normal motor included in the abnormal EPU is stopped. In the EPU stop process, for example, the power supply to the abnormal EPU is stopped. The function that executes the process of step S408 in the flight control device 40 corresponds to the drive stop unit. After step S408, the flight control device 40 performs the processes of steps S411 and S414.

[0127] If it is not possible to maintain the eVTOL 10 in a stable attitude when the drive of the abnormal EPU is stopped, the flight control device 40 determines not to stop the drive of the abnormal EPU. If the drive of the abnormal EPU is not stopped, the flight control device 40 determines whether it is possible to maintain the eVTOL 10 in a stable attitude even if the drive of the abnormal EPU is continued in steps S406 and S407. The function that executes the processes of steps S406 and S407 in the flight control device 40 corresponds to the continuation determination unit. Also, if the drive of the abnormal EPU is not stopped, the flight control device 40 continues the drive of the abnormal EPU in steps S409 and S410. The function that executes the processes of steps S409 and S410 in the flight control device 40 corresponds to the drive continuation unit.

[0128] The flight control device 40 determines whether to continuously drive the abnormal EPU in step S406. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable attitude when the abnormal EPU is continuously driven. Assuming that the abnormal EPU is continuously driven, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable attitude by using the abnormal motor information, normal motor information, etc. For example, when the abnormal EPU is present on the right wing side of the eVTOL 10, the flight control device 40 assumes that this abnormal EPU is continuously driven, and determines whether the eVTOL 10 can be maintained in a stable attitude by increasing or decreasing the EPU output of the normal EPU on the right wing side, etc.

[0129] When continuously driving the abnormal EPU, the flight control device 40 proceeds to step S409 and performs the continuous drive process of the abnormal EPU. In this continuous drive process, the process for continuously driving the abnormal EPU is performed. The flight control device 40 continuously drives each of the abnormal motor and the normal motor in the abnormal EPU. The function for executing the process of step S409 in the flight control device 40 corresponds to the continuous drive unit. After step S409, the flight control device 40 performs the processes of steps S411 and S414.

[0130] When not continuously driving the abnormal EPU, the flight control device 40 proceeds to step S407 on the assumption that the eVTOL 10 cannot be maintained in a stable attitude even if the abnormal EPU is continuously driven. In step S407, the flight control device 40 determines whether to intermittently drive the abnormal EPU. In this determination, it is determined whether the eVTOL 10 can be maintained in a stable attitude when the abnormal EPU is intermittently driven. The flight control device 40 determines whether the EPU output of the abnormal EPU is excessive, and when the EPU output of the abnormal EPU is excessive, it determines to intermittently drive the abnormal EPU. The function for executing the process of step S407 in the flight control device 40 corresponds to the excessive determination unit.

[0131] For example, when the abnormal EPU exists on the right wing side of the eVTOL 10, the flight control device 40 assumes that this abnormal EPU is intermittently driven, and determines whether the eVTOL 10 can be maintained in a stable attitude, such as by increasing or decreasing the EPU output of the normal EPU on the right wing side.

[0132] When the abnormal EPU is not intermittently driven, the flight control device 40 proceeds to step S409 assuming that the EPU output of the abnormal EPU is not excessive but too small, and performs continuous drive processing. In this case, even if the EPU output of the continuously driven abnormal EPU is too small, the EPU output of the abnormal EPU can be utilized to maintain the eVTOL 10 in a stable attitude. After step S409, the flight control device 40 proceeds to step S411 and performs abnormal attitude processing. The flight control device 40 adjusts the EPU output of the normal EPU so as to maintain the eVTOL 10 in a stable attitude by utilizing the EPU output of the continuously driven abnormal EPU during the abnormal attitude processing.

[0133] When the abnormal EPU is intermittently driven, the flight control device 40 proceeds to step S410 assuming that the EPU output of the abnormal EPU is excessive, and performs intermittent drive processing of the abnormal EPU. In this intermittent drive processing, processing for intermittently driving the abnormal EPU is performed. The flight control device 40 intermittently drives each of the abnormal motor and the normal motor in the abnormal EPU. The function for executing the processing of step S410 in the flight control device 40 corresponds to the degradation continuation part.

[0134] After step S410, the flight control device 40 proceeds to step S411 and performs abnormal attitude processing. The flight control device 40 adjusts the EPU output of the normal EPU so as to maintain the eVTOL 10 in a stable attitude by utilizing the EPU output of the intermittently driven abnormal EPU.

[0135] According to this embodiment, when an abnormality occurs in the EPU 50, a determination is made as to whether the eVTOL 10 can maintain a stable attitude for at least one of the state in which the drive of the abnormal EPU is stopped and the state in which the drive of the abnormal EPU is continued. Therefore, even if the drive of the abnormal EPU is not actually stopped or continued, the attitude of the eVTOL 10 can be estimated. Moreover, when it is determined that the eVTOL 10 can maintain a stable attitude, the EPU output of at least one of the abnormal EPU and the normal EPU is adjusted so that the eVTOL 10 is maintained in a stable attitude. Therefore, even if the drive of the abnormal EPU is actually stopped or continued, the flight attitude of the eVTOL 10 can be maintained in a stable attitude by the abnormal EPU and the normal EPU. Therefore, the safety of the eVTOL 10 can be enhanced when an abnormality occurs in the EPU 50.

[0136] In addition, in this embodiment, the driving modes of the abnormal motor and the normal motor in the abnormal EPU may or may not be the same. For example, in the EPU stop process of step S408, while the drive of the abnormal motor in the abnormal EPU is stopped, the drive of the normal motor may not be stopped. In the continuous drive process of step S409, while the continuous drive of the abnormal motor is performed in the abnormal EPU, the normal motor may be driven intermittently or may be stopped. In the intermittent drive process of step S410, while the intermittent drive of the abnormal motor is performed in the abnormal EPU, the normal motor may be driven continuously or may be stopped.

[0137] Also, in this embodiment, the clutch 101 may not be provided for the motor 81. That is, it is not necessary that the plurality of motors 81 can rotate independently of each other. In this configuration, when one of the first motor 81A and the second motor 81B is continuously driven as a normal motor and the other is stopped as an abnormal motor, the abnormal motor also rotates as the normal motor rotates the motor shaft 84. In this case, the abnormal motor rotates as the normal motor continues to be driven, but this abnormal motor is not performing driving associated with power supply.

[0138] <Fifth Embodiment> In the fifth embodiment, the coil 85 can be electrically divided into a plurality of coils. Regarding the configuration, operation, and effects not particularly described in the fifth embodiment, they are the same as those in the first embodiment above. In the fifth embodiment, the description will focus on the differences from the first embodiment above.

[0139] In the motor 81 shown in FIG. 8, the coil 85 has a first coil 85A and a second coil 85B. In the coil 85, the first coil 85A and the second coil 85B are included in a plurality of coils that can be electrically divided. For example, both the first coil 85A and the second coil 85B are three-phase coils. In the coil 85, a six-phase coil is formed by two three-phase coils, namely the first coil 85A and the second coil 85B. The motor 81 is driven in six phases by energizing both the first coil 85A and the second coil 85B. In six-phase drive, the motor 81 is driven as a six-phase motor. The motor 81 is driven in three phases by energizing only one of the first coil 85A and the second coil 85B. In three-phase drive, the motor 81 is driven as a three-phase motor. In the motor 81, the plurality of coil parts forming the first coil 85A and the plurality of coil parts forming the second coil 85B are arranged alternately, for example, in the circumferential direction around the motor axis.

[0140] The flight control of the eVTOL 10 will be described with reference to the flowchart of FIG. 9. The flight control device 40 performs the processes of steps S501 to S514 as flight control processes. Steps S501 to S514 basically correspond to steps S401 to S414 of the fourth embodiment above.

[0141] The flight control device 40 acquires the motor state for all the motors 81 at step S501 shown in FIG. 9. The flight control device 40 acquires the energization state of the motor 81 as the motor state. This energization state includes, as the energization state of the coil 85, the respective energization states of the first coil 85A and the second coil 85B. Examples of the energization state include the current value, voltage value, and temperature of the coils 85A and 85B.

[0142] The flight control device 40 determines whether a motor abnormality has occurred in step S502. Examples of motor abnormalities include coil abnormalities. A coil abnormality is an abnormality related to the coil 85 of the abnormal motor. In the abnormal motor, one of the first coil 85A and the second coil 85B may become the abnormal coil. The abnormal coil is the coil in which the coil abnormality has occurred. Examples of coil abnormalities include the current flowing through the abnormal coil becoming excessive or too small. If no motor abnormality has occurred, the flight control device 40 proceeds to step S515 and performs normal attitude processing.

[0143] If a motor abnormality has occurred, the flight control device 40 proceeds to step S503. In step S503, the flight control device 40 determines whether six-phase driving of the abnormal motor is possible. In six-phase driving, the abnormal motor is driven as a six-phase motor. In six-phase driving, power is supplied to each of the first coil 85A and the second coil 85B. The flight control device 40 determines whether each of the first coil 85A and the second coil 85B of the abnormal motor is energizable. If each of the first coil 85A and the second coil 85B is energizable, the flight control device 40 determines that six-phase driving of the abnormal motor is possible. If one of the first coil 85A and the second coil 85B is not energizable due to, for example, being the abnormal coil, the flight control device 40 determines that six-phase driving of the abnormal motor is not possible. The flight control device 40 determines whether a secondary abnormality occurs when power is supplied to the abnormal coil. If the flight control device 40 determines that a secondary abnormality occurs when power is supplied to the abnormal coil, it is considered that the abnormal coil is not energizable.

[0144] When the six-phase drive of the abnormal motor is not possible, the flight control device 40 proceeds to step S512 and performs a three-phase drive process on the abnormal motor. The three-phase drive process is a process for driving the abnormal motor as a three-phase motor. When one of the first coil 85A and the second coil 85B in the abnormal motor is an abnormal coil and the other is a normal coil, the flight control device 40 stops energization to the abnormal coil and does not stop energization to the normal coil. In this case, the abnormal motor is three-phase driven by energization to the normal coil. The normal coil is a coil in which no coil abnormality has occurred.

[0145] After step S512, the flight control device 40 proceeds to step S513 and performs a motor adjustment process. In the motor adjustment process, the motor output of the abnormally three-phase driven motor is adjusted so that the motor output of the abnormal motor becomes the motor output before the occurrence of the abnormality. When the output of the abnormal motor decreases due to the change from six-phase drive to three-phase drive, the flight control device 40 increases the output of the abnormally three-phase driven motor so as to compensate for this decrease. For example, the flight control device 40 increases the output of the abnormally three-phase driven motor by increasing the amount of energization to the normal coil. In this case, the flight control device 40 maintains the eVTOL 10 in a stable attitude by preventing the output of the abnormal motor from decreasing. After step S513, the flight control device 40 proceeds to step S514.

[0146] When the six-phase drive of the abnormal motor is not possible, the flight control device 40 determines whether it is possible to maintain the eVTOL 10 in a stable attitude in steps S504 to S507. The function of executing the processes in steps S504 to S507 in the flight control device 40 corresponds to the coil determination unit. When it is possible to maintain the eVTOL 10 in a stable attitude, the flight control device 40 performs output adjustment of at least one of six-phase drive and three-phase drive by the abnormal motor so as to maintain the eVTOL 10 in a stable attitude in steps S508 to S513. The function of executing the processes in steps S508 to S513 in the flight control device 40 corresponds to the coil adjustment unit.

[0147] In steps S504 and S505, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable attitude even if the drive of the abnormal motor stops. This determination is made when 6-phase drive of the abnormal motor is possible.

[0148] In step S504, the flight control device 40 determines whether it is possible to maintain the output of the abnormal motor. In this determination, assuming that the power supply to the abnormal coil has stopped, it is determined whether it is possible to compensate for the decrease in the output of the abnormal motor due to the change from 6-phase drive to 3-phase drive by increasing the output of the abnormal motor driven in 3-phase. By determining whether it is possible to maintain the output of the abnormal motor, the flight control device 40 determines whether the eVTOL 10 can be maintained in a stable attitude. If it is possible to maintain the output of the abnormal motor, the flight control device 40 determines that the eVTOL 10 can be maintained in a stable attitude. If it is not possible to maintain the output of the abnormal motor, the flight control device 40 determines that the eVTOL 10 cannot be maintained in a stable attitude.

[0149] If it is possible to maintain the output of the abnormal motor even when the abnormal motor is changed from 6-phase drive to 3-phase drive, the flight control device 40 causes the abnormal motor to be driven in 3-phase and proceeds to step S512. In step S512, the flight control device 40 performs 3-phase drive processing in the same manner as when 6-phase drive of the abnormal motor is not possible. After step S512, the flight control device 40 performs the processing of steps S513 and S514.

[0150] If it is not possible to maintain the output of the abnormal motor when the abnormal motor is changed from 6-phase drive to 3-phase drive, the flight control device 40 performs the processing of steps S505 to S513. In steps S505 to S513, the flight control device 40 performs processing to maintain the eVTOL 10 in a normal attitude by at least one of the abnormal motor and the normal motor. Steps S505 to S511 basically correspond to steps S104 to S110 of the first embodiment.

[0151] The flight control device 40 determines whether to stop driving the abnormal motor in step S505. In this determination, it is determined whether to stop driving the abnormal motor. The flight control device 40 determines whether it is possible to maintain the eVTOL 10 in a stable attitude even if the driving of the abnormal motor is stopped.

[0152] If it is possible to maintain the eVTOL 10 in a stable attitude even when the driving of the abnormal motor is stopped, the flight control device 40 proceeds to step S508 assuming that the abnormal motor is stopped. In step S508, the flight control device 40 performs a motor stop process. In the motor stop process, a process for stopping the abnormal motor is performed. In the motor stop process, the energization to each of the abnormal coil and the normal coil of the abnormal motor is stopped. In the motor stop process, as an adjustment of the energization mode to the abnormal coil and the normal coil, the energization mode to the abnormal coil and the normal coil is set to the stop state. In the motor stop process, neither the three-phase drive nor the six-phase drive by the abnormal motor is performed. After step S508, the flight control device 40 performs the processes of steps S511 and S514.

[0153] If it is not possible to maintain the eVTOL 10 in a stable attitude when the driving of the abnormal motor is stopped, the flight control device 40 determines in step S505 not to stop driving the abnormal motor. If the driving of the abnormal motor is not stopped, the flight control device 40 determines in steps S506 and S507 whether it is possible to maintain the eVTOL 10 in a stable attitude even if the six-phase drive of the abnormal motor is continued. Also, if the driving of the abnormal motor is not stopped, the flight control device 40 continues the six-phase drive of the abnormal motor in steps S509 and S510.

[0154] In step S506, the flight control device 40 determines whether to perform six-phase continuous driving of the abnormal motor. In this determination, it is determined whether the eVTOL 10 can maintain a stable attitude when the abnormal motor is driven continuously in six phases. Six-phase continuous driving means continuously driving the abnormal motor in six-phase driving. The flight control device 40 assumes that the abnormal motor is driven continuously in six phases, and uses the abnormal motor information, normal motor information, etc. to determine whether the eVTOL 10 can be maintained in a stable attitude. For example, when the abnormal motor is present on the right wing side of the eVTOL 10, the flight control device 40 assumes that this abnormal motor is driven continuously in six phases, and determines whether the eVTOL 10 can be maintained in a stable attitude, such as by increasing or decreasing the output of the normal motor on the right wing side.

[0155] When performing six-phase continuous driving of the abnormal motor, the flight control device 40 proceeds to step S509 and performs six-phase continuous driving processing of the abnormal motor. In this six-phase continuous driving processing, processing for driving the abnormal motor continuously in six phases is performed. The flight control device 40 continuously energizes each of the abnormal coil and the normal coil in the abnormal motor. In the six-phase continuous driving processing, as an adjustment of the energization mode to the abnormal coil and the normal coil, the energization mode to the abnormal coil and the normal coil is set to continuous energization. After step S509, the flight control device 40 performs the processing of steps S511 and S514.

[0156] When not performing six-phase continuous driving of the abnormal motor, the flight control device 40 proceeds to step S507 on the assumption that the eVTOL 10 cannot maintain a stable attitude even if the abnormal motor is driven continuously in six phases. In step S507, the flight control device 40 determines whether to perform six-phase intermittent driving of the abnormal motor. In this determination, it is determined whether the eVTOL 10 can maintain a stable attitude when the abnormal motor is driven intermittently in six phases. Six-phase intermittent driving means intermittently driving the abnormal motor in six-phase driving. The flight control device 40 determines whether the output due to six-phase driving of the abnormal motor at a predetermined timing is excessive. And when the output of the abnormal motor at a predetermined timing is excessive, the flight control device 40 determines to perform six-phase intermittent driving of the abnormal motor.

[0157] For example, when the abnormal motor is present on the right wing side of the eVTOL 10, the flight control device 40 assumes that this abnormal motor is driven in a six-phase intermittent manner, and determines whether the eVTOL 10 can be maintained in a stable attitude by, for example, increasing or decreasing the output of the normal motor on the right wing side.

[0158] When the abnormal motor is not driven in a six-phase intermittent manner, the flight control device 40 proceeds to step S509 assuming that the output of the abnormal motor is not excessive but too small, and performs a six-phase continuous drive process. In this case, even if the output of the abnormally six-phase continuously driven motor is too small, the output of the abnormal motor can be utilized to maintain the eVTOL 10 in a stable attitude. After step S509, the flight control device 40 proceeds to step S511 and performs an attitude processing during abnormality. The flight control device 40 adjusts the output of the normal motor so as to maintain the eVTOL 10 in a stable attitude by utilizing the output of the abnormally six-phase continuously driven motor in the attitude processing during abnormality.

[0159] When the abnormal motor is driven in a six-phase intermittent manner, the flight control device 40 proceeds to step S510 assuming that the output of the abnormal motor is excessive, and performs a six-phase intermittent drive process of the abnormal motor. In this six-phase intermittent drive process, a process for driving the abnormal motor in a six-phase intermittent manner is performed. The flight control device 40 intermittently energizes each of the abnormal coil and the normal coil in the abnormal motor. In the six-phase intermittent drive process, the energization mode to the abnormal coil and the normal coil is set to intermittent energization as an adjustment of the energization state to the abnormal coil and the normal coil.

[0160] After step S510, the flight control device 40 proceeds to step S511 and performs an attitude processing during abnormality. The flight control device 40 adjusts the output of the normal motor so as to maintain the eVTOL 10 in a stable attitude by utilizing the output of the abnormally six-phase intermittently driven motor.

[0161] According to the present embodiment, when an abnormality occurs in the motor 81, for at least one of a state in which energization to the abnormal coil is stopped and a state in which energization to the abnormal coil is continued, it is determined whether the eVTOL 10 can be maintained in a stable posture. Therefore, even if the energization to the abnormal coil is not actually stopped or continued, the posture of the eVTOL 10 can be estimated. Moreover, when it is determined that the eVTOL 10 can be maintained in a stable posture, the energization mode of at least one of the abnormal coil and the normal coil is adjusted so that the eVTOL 10 is maintained in a stable posture. Therefore, even if the energization to the abnormal coil is actually stopped or continued, the flight posture of the eVTOL 10 can be maintained in a stable posture by the abnormal motor and the normal motor. Therefore, the safety of the eVTOL 10 can be enhanced when an abnormality occurs in the coil 85 of the motor 81.

[0162] In addition, in the present embodiment, the energization modes to the abnormal coil and the normal coil in the abnormal motor may be the same or different. For example, in the motor stop process of step S508, while the energization to the abnormal coil in the abnormal motor is stopped, the energization to the normal coil may not be stopped. In the six-phase continuous drive process of step S509, while the continuous energization to the abnormal coil in the abnormal motor is performed, the energization to the normal coil may be intermittently continued or stopped. In the six-phase intermittent drive process of step S510, while the intermittent energization to the abnormal coil in the abnormal motor is performed, the energization to the normal coil may be continuously continued or stopped.

[0163] <Other Embodiments> The disclosure of this specification is not limited to the illustrated embodiments. The disclosure includes the illustrated embodiments and modifications by those skilled in the art based thereon. For example, the disclosure is not limited to the combination of components and elements shown in the embodiments, and can be implemented with 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 components and elements of the embodiments are omitted. The disclosure includes the replacement or combination of components and elements between one embodiment and another. The disclosed technical scope is not limited to the description of the embodiments. The disclosed technical scope should be construed as being indicated by the description of the claims and including all changes within the meaning and scope equivalent to the description of the claims.

[0164] In each of the above embodiments, the maintenance determination as to whether the eVTOL 10 can maintain a stable posture may be performed at least on one of before and after the output adjustment of the motor 81 is performed. For example, in the first embodiment above, the maintenance determination may be performed after the drive of the abnormal motor is stopped by the drive stop process in step S107 in addition to step S104.

[0165] In each of the above embodiments, the flight control device 40 may have only one of the functions of continuously driving the abnormal motor and the function of intermittently driving the abnormal motor as the function of continuing to drive the abnormal motor. For example, in the first embodiment above, the flight control device 40 may have only one of the function of executing the continuous drive process in step S108 and the function of executing the intermittent drive process in step S109.

[0166] In each of the above embodiments, the output reduction continuation unit that reduces the output of the abnormal motor may adjust the output of the abnormal motor so that the output of the abnormal motor at a predetermined timing becomes small. For example, in step S109 of the first embodiment described above, the energization amount to the abnormal motor may be reduced so that the output of the abnormal motor at a predetermined timing becomes small. In addition, when the abnormal mode of the abnormal motor is a mode in which the motor output at a predetermined timing cannot be adjusted, it is preferable that the average output of the abnormal motor is reduced.

[0167] In each of the above embodiments, in the notification process, in addition to the pilot, there may be an external device capable of communicating with the flight control device 40 as a notification destination to which it is notified that a motor abnormality has occurred or the like. Examples of the external device include a control device provided in an air traffic control center and a remote device capable of remotely operating the eVTOL 10.

[0168] In each of the above embodiments, the eVTOL 10 does not have to be a tilt-rotor aircraft. That is, the configuration in which one rotor 20 serves as both a lift rotor and a cruise rotor does not have to be used. For example, the configuration may be such that one rotor 20 functions as only one of a lift rotor and a cruise rotor. In this configuration, in the eVTOL 10, a plurality of rotors 20 include a lift rotor and a cruise rotor. In this eVTOL 10, the lift rotor is driven when ascending, and the cruise rotor is driven when moving forward. The lift rotor may be referred to as a hover rotor.

[0169] In each of the above embodiments, the vertical takeoff and landing aircraft on which the flight control device 40 is mounted may be an electric vertical takeoff and landing aircraft in which at least one EPU 50 drives at least one rotor 20. For example, a configuration in which a plurality of EPUs 50 drive one rotor 20 may be used, or a configuration in which one EPU 50 drives a plurality of rotors 20 may be used.

[0170] In each of the above embodiments, the aircraft on which the flight control device 40 is mounted may not be a vertical takeoff and landing aircraft as long as it is electric. For example, the aircraft may be an aircraft that can take off and land with taxiing as an electric aircraft. Further, the aircraft may be a rotary wing aircraft or a fixed wing aircraft. The aircraft may be an unmanned aircraft that does not carry a person.

[0171] In each of the above embodiments, the flight control device 40 is provided by a control system including at least one computer. The control system includes at least one processor that is hardware. When this processor is referred to as a hardware processor, the hardware processor can be provided by the following (i), (ii), or (iii).

[0172] (i) The hardware processor may be a hardware logic circuit. In this case, the computer is provided by a digital circuit including a number of programmed logic units. The logic unit is, for example, a gate circuit. The digital circuit may include a memory storing at least one of a program and data. The computer may be provided by an analog circuit. The computer may be provided by a combination of a digital circuit and an analog circuit.

[0173] (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 by at least one memory and at least one processor core. The processor core is, for example, referred to as a CPU. The memory is also referred to as a storage medium. The memory is a non-transitory and physical storage medium that non-temporarily stores at least one of a program and data readable by the processor.

[0174] (iii) The hardware processor may be a combination of the above (i) and the above (ii). (i) and (ii) are arranged on different chips or on a common chip.

[0175] That is, at least one of the means and functions provided by the flight control device 40 can be provided by only hardware, only software, or a combination thereof.

[0176] Disclosure of Technical Ideas This specification discloses a plurality of technical ideas described in a plurality of clauses listed below. Some clauses may be described in a multiple dependent form in which a preceding clause is alternatively cited in a subsequent clause. Further, some clauses may be described in a multiple dependent form referring to another multiple dependent form clause. The clauses described in these multiple dependent forms define a plurality of technical ideas.

[0177] Technical Idea 1 A flight control device (40) for controlling the drive of a flight motor so as to maintain a stable attitude of an electric flying object (10) equipped with a plurality of flight motors (81, 81A, 81B), When an abnormality occurs in the flight motor, for at least one of a state in which the drive of the abnormal motor among the plurality of flight motors is stopped and a state in which the drive of the abnormal motor is continued, a maintenance determination unit (S104~S106, S404~S407) that determines whether the electric flying object can be maintained in the stable attitude; When it is determined that the electric flying object can be maintained in the stable attitude, an output adjustment unit (S107~S110, S301~S303, S408~S413) that performs output adjustment of at least one of a normal motor and the abnormal motor among the plurality of flight motors so as to maintain the electric flying object in the stable attitude; A flight control device comprising.

[0178] Technical Idea 2 The output adjustment unit, When it is determined by the maintenance determination unit that the electric flying object cannot be maintained in the stable attitude in a state where the drive of the abnormal motor has stopped, a drive continuation unit (S108, S109, S409, S410) that continues the drive of the abnormal motor as the output adjustment, the flight control device according to the technical idea 1 having the same.

[0179] Technical idea 3 When it is determined by the maintenance determination unit that the electric flying object cannot be maintained in a stable attitude in a state where the drive of the abnormal motor has stopped, an excessive determination unit (S106, S407) that determines whether the output of the abnormal motor is excessive, is provided. The output adjustment unit, When it is determined to be excessive by the excessive determination unit, a decrease continuation unit (S109, S411) that continues the drive of the abnormal motor so that the output of the abnormal motor decreases as the output adjustment, the flight control device according to the technical idea 1 or 2 having the same.

[0180] Technical idea 4 The decrease continuation unit intermittently continues the drive of the abnormal motor so that the output of the abnormal motor decreases, the flight control device according to the technical idea 3.

[0181] Technical idea 5 The output adjustment unit, When it is determined by the excessive determination unit that it is not excessive, a continuous drive unit (S108, S409) that continuously continues the drive of the abnormal motor, the flight control device according to the technical idea 3 or 4 having the same.

[0182] Technical idea 6 The output adjustment unit, When it is determined by the maintenance determination unit that the electric flying object can be maintained in the stable attitude in a state where the drive of the abnormal motor has been stopped, a drive stop unit (S107, S408, S412) that stops the drive of the abnormal motor, the flight control device according to any one of the technical ideas 1 to 5 having the same.

[0183] Technical idea 7 Even if the output adjustment unit performs the output adjustment, when flight while maintaining the electric aircraft in the stable attitude is not possible, a retreat request unit (S206, S207) that requests the electric aircraft to retreat, The flight control device according to any one of Technical Ideas 1 to 6.

[0184] Technical Idea 8 The retreat request unit When a landing possible area where the electric aircraft can land is below the electric aircraft and the electric aircraft can be maintained in the stable attitude when the electric aircraft makes a vertical landing, a landing request unit (S206) that requests the electric aircraft to vertically land on the landing possible area, The flight control device according to Technical Idea 7.

[0185] Technical Idea 9 The retreat request unit When a landing possible area where the electric aircraft can land is not below the electric aircraft or the electric aircraft cannot be maintained in the stable attitude when the electric aircraft makes a vertical landing, a search request unit (S207) that requests to search for the landing possible area, The flight control device according to Technical Idea 7 or 8.

[0186] Technical Idea 10 The maintenance determination unit A stop determination unit (S104, S404, S405) that determines whether the electric aircraft can be maintained in the stable attitude with the drive of the abnormal motor stopped, A continuation determination unit (S105, S106, S406, S407) that determines whether the electric aircraft can be maintained in the stable attitude with the drive of the abnormal motor continued, And the flight control device according to any one of Technical Ideas 1 to 9.

[0187] Technical Idea 11 A flight control program for controlling the drive of a plurality of flight motors (81, 81A, 81B) so that an electric aircraft (10) equipped with the motors flies in a stable attitude, At least one processor (41), when an abnormality occurs in the flight motor, for at least one of a state in which driving of the abnormal motor among the plurality of flight motors is stopped and a state in which driving of the abnormal motor is continued, a maintenance determination unit (S104 to S106, S404 to S407) that determines whether the electric flying object can be maintained in the stable posture; when it is determined that the electric flying object can be maintained in the stable posture, an output adjustment unit (S107 to S110, S301 to S303, S408 to S413) that performs output adjustment of at least one of the normal motors among the plurality of flight motors in which no abnormality has occurred and the abnormal motor so as to maintain the electric flying object in the stable posture; A flight control program that functions as.

[0188] Technical idea 12 A flight control method for controlling driving of a plurality of flight motors (81, 81A, 81B) of an electric flying object (10) so that the electric flying object flies in a stable posture, in a process executed by at least one processor (41), when an abnormality occurs in the flight motor, for at least one of a state in which driving of the abnormal motor among the plurality of flight motors is stopped and a state in which driving of the abnormal motor is continued, it is determined whether the electric flying object can be maintained in the stable posture (S104 to S106, S404 to S407), when it is determined that the electric flying object can be maintained in the stable posture, output adjustment of at least one of the normal motors among the plurality of flight motors in which no abnormality has occurred and the abnormal motor is performed so as to maintain the electric flying object in the stable posture (S107 to S110, S301 to S303, S408 to S413), A flight control method including the steps of.

[0189] Technical idea 13 A flight control device (40) that controls the drive of a plurality of flight motors (81, 81A, 81B) to maintain a stable attitude of an electric flying object (10). When an abnormality occurs in the flight motor, for at least one of a state in which power supply to an abnormal coil among a plurality of coils (85A, 85B) of the flight motor is stopped and a state in which power supply to the abnormal coil is continued, a coil determination unit (S504 to S507) that determines whether the electric flying object can be maintained in the stable attitude. When it is determined that the electric flying object can be maintained in the stable attitude, a coil adjustment unit (S508 to S513) that adjusts the energization mode to at least one of a normal coil in which no abnormality has occurred and the abnormal coil among the plurality of coils so as to maintain the electric flying object in the stable attitude. A flight control device provided with the above.

[0190] Technical idea 14 A flight control program that controls the drive of a plurality of flight motors (81, 81A, 81B) to maintain a stable attitude of an electric flying object (10). At least one processor (41). When an abnormality occurs in the flight motor, for at least one of a state in which power supply to an abnormal coil among a plurality of coils (85A, 85B) of the flight motor is stopped and a state in which power supply to the abnormal coil is continued, a coil determination unit (S504 to S507) that determines whether the electric flying object can be maintained in the stable attitude. When it is determined that the electric flying object can be maintained in the stable attitude, a coil adjustment unit (S508 to S513) that performs output adjustment of at least one of a normal coil in which no abnormality has occurred and the abnormal coil among the plurality of coils so as to maintain the electric flying object in the stable attitude. A flight control program that functions as the above.

[0191] Technical idea 15 A flight control method for controlling the drive of a plurality of flight motors (81, 81A, 81B) to maintain an electric flying vehicle (10) in a stable attitude, comprising: In a process executed by at least one processor (41), When an abnormality occurs in the flight motor, for at least one of a state in which power supply to an abnormal coil that has developed an abnormality among a plurality of coils (85A, 85B) of the flight motor is stopped and a state in which power supply to the abnormal coil is continued, determine whether the electric flying vehicle can be maintained in the stable attitude (S504 to S507); When it is determined that the electric flying vehicle can be maintained in the stable attitude, perform output adjustment of at least one of a normal coil that has not developed an abnormality and the abnormal coil among the plurality of coils so as to maintain the electric flying vehicle in the stable attitude (S508 to S513); A flight control method including the above steps.

Explanation of reference numerals

[0192] 10... eVTOL as an electric aircraft, 40... flight control device as a control device, 41... processor, 81... motor as a flight motor, 81A... first motor as a flight motor, 82A... second motor as a flight motor, S104... maintenance determination unit and stop determination unit, S105... maintenance determination unit and continuation determination unit, S106... maintenance determination unit, excessive determination unit and continuation determination unit, S107... output adjustment unit and drive stop unit, S108, S109... output adjustment unit, drive continuation unit and S108... output adjustment unit, drive continuation unit and continuous drive unit, S109... output adjustment unit, drive continuation unit and decrease continuation unit, S110... output adjustment unit, S206... evacuation request unit and landing request unit, S207... evacuation request unit and search request unit, S301~S303... output adjustment unit, S404... maintenance determination unit and stop determination unit, S405... maintenance determination unit and stop determination unit, S406... maintenance determination unit and continuation determination unit, S407... maintenance determination unit, excessive determination unit and continuation determination unit, S408... output adjustment unit and drive stop unit, S409... output adjustment unit, drive continuation unit and continuous drive unit, S410... output adjustment unit, drive continuation unit and decrease continuation unit, S411... output adjustment unit, S412... output adjustment unit and drive stop unit, S413... output adjustment unit.

Claims

1. A flight control device (40) that controls the drive of a plurality of flight motors (81, 81A, 81B) to maintain an electric flying object (10) in a stable attitude, When an abnormality occurs in the flight motor, for at least one of a state in which the drive of the abnormal motor among the plurality of flight motors is stopped and a state in which the drive of the abnormal motor is continued, a maintenance determination unit (S104 to S106, S404 to S407) that determines whether the electric flying object can be maintained in the stable attitude; When it is determined that the electric flying object can be maintained in the stable attitude, an output adjustment unit (S107 to S110, S301 to S303, S408 to S413) that performs output adjustment of at least one of a normal motor and the abnormal motor among the plurality of flight motors so as to maintain the electric flying object in the stable attitude; comprising The output adjustment unit When the maintenance determination unit determines that the electric flying object cannot be maintained in the stable attitude in a state where the drive of the abnormal motor is stopped, a drive continuation unit (S108, S109, S409, S410) that continues the drive of the abnormal motor as the output adjustment. A flight control device having.

2. When the maintenance determination unit determines that the electric flying object cannot be maintained in a stable attitude in a state where the drive of the abnormal motor is stopped, an excessive determination unit (S106, S407) that determines whether the output of the abnormal motor is excessive, The output adjustment unit When it is determined to be excessive by the excessive determination unit, a decrease continuation unit (S109, S411) that continues the drive of the abnormal motor so that the output of the abnormal motor decreases as the output adjustment. The flight control device according to claim 1 having.

3. A flight control device (40) that controls the drive of a plurality of flight motors (81, 81A, 81B) to maintain an electric flying object (10) in a stable attitude, When an abnormality occurs in the flight motor, for at least one of a state in which the drive of the abnormal motor among the plurality of flight motors is stopped and a state in which the drive of the abnormal motor is continued, a maintenance determination unit (S104 to S106, S404 to S407) that determines whether the electric flying object can be maintained in the stable attitude; When it is determined that the electric flying object can be maintained in the stable attitude, an output adjustment unit (S107 to S110, S301 to S303, S408 to S413) that adjusts the output of at least one of the normal motors among the plurality of flight motors in which no abnormality has occurred and the abnormal motor is configured to maintain the electric flying object in the stable attitude. When it is determined by the maintenance determination unit that the electric flying object cannot be maintained in the stable attitude in a state where the driving of the abnormal motor has been stopped, an excessive determination unit (S106, S407) that determines whether the output of the abnormal motor is excessive. Comprising: The output adjustment unit: A flight control device having a decrease continuation unit (S109, S411) that continues to drive the abnormal motor so that the output of the abnormal motor decreases as the output adjustment when it is determined to be excessive by the excessive determination unit.

4. The decrease continuation unit intermittently continues to drive the abnormal motor so that the output of the abnormal motor decreases. The flight control device according to claim 2 or 3.

5. The output adjustment unit: A continuous drive unit (S108, S409) that continuously continues to drive the abnormal motor when it is determined by the excessive determination unit that it is not excessive. The flight control device according to claim 2 or 3.

6. The output adjustment unit: A drive stop unit (S107, S408, S412) that stops the driving of the abnormal motor when it is determined by the maintenance determination unit that the electric flying object can be maintained in the stable attitude in a state where the driving of the abnormal motor has been stopped. The flight control device according to any one of claims 1 to 3.

7. A flight control device (40) that controls the driving of a plurality of flight motors (81, 81A, 81B) to maintain an electric flying object (10) in a stable attitude, When an abnormality occurs in the flight motor, a maintenance determination unit (S104 to S106, S404 to S407) that determines whether the electric flying object can be maintained in the stable attitude for at least one of a state where the driving of the abnormal motor among the plurality of flight motors has been stopped and a state where the driving of the abnormal motor has been continued. When it is determined that the electric aircraft can be maintained in the stable attitude, an output adjustment unit (S107 to S110, S301 to S303, S408 to S413) that adjusts the output of at least one of the normal motors among the plurality of flight motors and the abnormal motor so as to maintain the electric aircraft in the stable attitude. Comprising: The output adjustment unit When it is determined by the maintenance determination unit that the electric aircraft can be maintained in the stable attitude with the drive of the abnormal motor stopped, a drive stop unit (S107, S408, S412) that stops the drive of the abnormal motor. A flight control device having.

8. A retreat request unit (S206, S207) that requests to retreat the electric aircraft when the electric aircraft cannot fly while maintaining the stable attitude even when the output adjustment unit performs the output adjustment. The flight control device according to any one of claims 1 to 3, 7, comprising:

9. The retreat request unit A landing request unit (S206) that requests to vertically land the electric aircraft on the landing possible area when there is a landing possible area where the electric aircraft can land below the electric aircraft and the electric aircraft can be maintained in the stable attitude when vertically landing. The flight control device according to claim 8, comprising:

10. The retreat request unit A search request unit (S207) that requests to search for the landing possible area when there is no landing possible area where the electric aircraft can land below the electric aircraft or when the electric aircraft cannot be maintained in the stable attitude when vertically landing. The flight control device according to claim 8, comprising:

11. The maintenance determination unit A stop determination unit (S104, S404, S405) that determines whether the electric aircraft can be maintained in the stable attitude with the drive of the abnormal motor stopped; A continuation determination unit (S105, S106, S406, S407) that determines whether the electric aircraft can be maintained in the stable attitude with the drive of the abnormal motor continued; The flight control device according to any one of claims 1 to 3, 7, comprising:

12. A flight control program for controlling the drive of a flight motor so that an electric aircraft (10) equipped with a plurality of flight motors (81, 81A, 81B) flies in a stable attitude. At least one processor (41) is configured to when an abnormality occurs in the flight motor, determine whether the electric flight vehicle can be maintained in the stable attitude for at least one of a state in which driving of the abnormal motor among the plurality of flight motors is stopped and a state in which driving of the abnormal motor is continued (S104 to S106, S404 to S407), when it is determined that the electric flight vehicle can be maintained in the stable attitude, perform output adjustment of at least one of the normal motors among the plurality of flight motors in which no abnormality has occurred and the abnormal motor so as to maintain the electric flight vehicle in the stable attitude (S107 to S110, S301 to S303, S408 to S413), when it is determined that the electric flight vehicle cannot be maintained in the stable attitude in a state where driving of the abnormal motor is stopped, continue driving of the abnormal motor as the output adjustment (S108, S109, S409, S410), a flight control program.

13. A flight control program for controlling driving of a plurality of flight motors (81, 81A, 81B) so that an electric flight vehicle (10) equipped with the plurality of flight motors flies in a stable attitude, at least one processor (41) is configured to when an abnormality occurs in the flight motor, determine whether the electric flight vehicle can be maintained in the stable attitude for at least one of a state in which driving of the abnormal motor among the plurality of flight motors is stopped and a state in which driving of the abnormal motor is continued (S104 to S106, S404 to S407), when it is determined that the electric flight vehicle can be maintained in the stable attitude, perform output adjustment of at least one of the normal motors among the plurality of flight motors in which no abnormality has occurred and the abnormal motor so as to maintain the electric flight vehicle in the stable attitude (S107 to S110, S301 to S303, S408 to S413), when it is determined that the electric flight vehicle cannot be maintained in the stable attitude in a state where driving of the abnormal motor is stopped, determine whether the output of the abnormal motor is excessive (S106, S407), when it is determined that the output of the abnormal motor is excessive, continue driving of the abnormal motor so that the output of the abnormal motor decreases as the output adjustment (S109, S411), a flight control program.

14. A flight control program for controlling the drive of a plurality of flight motors (81, 81A, 81B) so that an electric flying vehicle (10) equipped with the plurality of flight motors flies in a stable attitude, at least one processor (41), when an abnormality occurs in the flight motor, for at least one of a state in which the drive of the abnormal motor among the plurality of flight motors is stopped and a state in which the drive of the abnormal motor is continued, determine whether the electric flying vehicle can be maintained in the stable attitude (S104 to S106, S404 to S407), when it is determined that the electric flying vehicle can be maintained in the stable attitude, cause at least one of the normal motors among the plurality of flight motors and the abnormal motor in which no abnormality has occurred to adjust the output so as to maintain the electric flying vehicle in the stable attitude (S107 to S110, S301 to S303, S408 to S413), when it is determined that the electric flying vehicle can be maintained in the stable attitude with the drive of the abnormal motor stopped, stop the drive of the abnormal motor (S107, S408, S412), a flight control program.

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