Aircraft control device

Abstract

To restrict overdischarge and overcharge of a battery in a flight body including a gas turbine, a power generator, a battery and electric motors.SOLUTION: A flight controller of a flight body includes an electric motor controlling unit for controlling each of a plurality of electric motors 31. If the plurality of electric motors 31 are driven by power stored in a battery 30 or if the battery 30 is charged by power generated by a power generator 42, the electric motor controlling unit controls the plurality of electric motors 31 according to a state of the battery 30.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a control device for an aircraft. [Background technology]

[0002] Patent Document 1 below discloses an aircraft. The aircraft has a gas turbine, a generator, a battery, and an electric motor. The generator is driven by the gas turbine. Electricity generated by the generator is stored in the battery. The electric motor is driven by the electric power supplied from the battery. When the battery is fully charged, the electric motor is driven with the gas turbine stopped. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-075649 Summary of the Invention [Problem to be solved by the invention]

[0004] Gas turbines have a relatively low response rate in terms of the output power that is actually output relative to the required output power. Therefore, with the technology disclosed in Patent Document 1, if the power required by the electric motor suddenly increases, the generator cannot increase the generated power in a short time, resulting in the battery being over-discharged. Also, if the power required by the electric motor suddenly decreases, the generator cannot reduce the generated power in a short time, resulting in the battery being over-charged.

[0005] The present invention aims to solve the above-mentioned problems. [Means for solving the problem]

[0006] An aspect of the present invention is a control device for an aircraft comprising: a gas turbine having a compressor and a turbine that rotates integrally with the compressor; a generator driven by the gas turbine; a battery that stores the electricity generated by the generator; and a plurality of electric motors that are driven by the electricity generated by the generator and the electricity stored in the battery, the control device comprising: a battery status acquisition unit that acquires the status of the battery; and an electric motor control unit that controls each of the plurality of electric motors; and when the plurality of electric motors are driven by the electricity stored in the battery, or when the battery is charged by the electricity generated by the generator, the electric motor control unit controls the plurality of electric motors according to the status of the battery. [Effects of the Invention]

[0007] The present invention can prevent the battery from being overcharged and overdischarged. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram of a flying vehicle. [Figure 2] FIG. 2 is a schematic diagram showing the configuration of the power supply system. [Figure 3] FIG. 3 is a schematic diagram of a gas turbine. [Figure 4] FIG. 4 is a schematic diagram showing the configuration of the control system. [Figure 5] FIG. 5 is a control block diagram of the hybrid controller. [Figure 6] FIG. 6 is a control block diagram of the flight controller. [Figure 7] FIG. 7 is a flowchart showing the power generation control process executed by the hybrid controller. [Figure 8] FIG. 8 is a flowchart showing the drive control process executed by the flight controller. DETAILED DESCRIPTION OF THE INVENTION

[0009] [First embodiment] [Aircraft configuration] FIG. 1 is a schematic diagram of an aircraft 10. The aircraft 10 of this embodiment is an electric vertical take-off and landing aircraft (eVTOL aircraft). In the aircraft 10 of this embodiment, a rotor is driven by an electric motor. In the aircraft 10 of this embodiment, the rotor generates vertical thrust and horizontal thrust. The aircraft 10 of this embodiment is also a hybrid aircraft. The aircraft 10 of this embodiment has a generator and a battery as power sources for the electric motor. In the aircraft 10 of this embodiment, power generated by the generator is normally supplied to the electric motor without going through the battery. When the power generated by the generator is insufficient for the power required by the electric motor, power stored in the battery is supplied to the electric motor.

[0010] The aircraft 10 has an airframe 12. The airframe 12 is provided with a cockpit, a cabin, etc. A pilot is on board the cockpit and operates the aircraft 10. A passenger is on board the cabin. The aircraft 10 may be automatically operated without a pilot on board.

[0011] The aircraft 10 has a front wing 14 and a rear wing 16. When the aircraft 10 moves forward, lift is generated on each of the front wing 14 and the rear wing 16.

[0012] The flying vehicle 10 has eight VTOL rotors 18. The eight VTOL rotors 18 are rotor 18FLa, rotor 18FLb, rotor 18RLa, rotor 18RLb, rotor 18FRa, rotor 18FRb, rotor 18RRa, and rotor 18RRb. Each VTOL rotor 18 corresponds to a rotor of the present invention.

[0013] The rotating shaft of each VTOL rotor 18 extends in the vertical direction. The thrust of each VTOL rotor 18 is controlled by adjusting the rotor rotation speed and the blade pitch angle. Each VTOL rotor 18 is used during vertical takeoff, when transitioning from vertical takeoff to cruising, when transitioning from cruising to vertical landing, when vertical landing, when hovering in the air, etc. Each VTOL rotor 18 is also used during attitude control.

[0014] Lift thrust is generated by controlling the thrust of each VTOL rotor 18. Lift thrust refers to thrust in the vertical direction. Controlling the thrust of each VTOL rotor 18 causes a roll moment, a pitch moment, and a yaw moment to act on the airframe 12.

[0015] The aircraft 10 has two cruise rotors 20. The two cruise rotors 20 are rotor 20L and rotor 20R. Rotor 20L and rotor 20R are attached to the rear of the airframe 12. Each cruise rotor 20 corresponds to a rotor of the present invention.

[0016] The rotating shaft of each cruise rotor 20 extends in the fore-and-aft direction. The thrust of each cruise rotor 20 is controlled by adjusting the rotor rotation speed and blade pitch angle. Each cruise rotor 20 is used during transition from vertical takeoff to cruise, during cruise, and during transition from cruise to vertical landing, etc.

[0017] Cruise thrust is generated by controlling the thrust of each cruise rotor 20. Cruise thrust refers to thrust in the horizontal direction.

[0018] [Power supply system configuration] FIG. 2 is a schematic diagram showing the configuration of the power supply system 22. As shown in FIG.

[0019] A pair of VTOL drive units 24 is provided for each VTOL rotor 18. Also, a pair of cruise drive units 26 is provided for each cruise rotor 20.

[0020] A plurality of accessory devices 28 are installed in the body 12. In this embodiment, two accessory devices 28 are installed in the body 12. One of the accessory devices 28 is an air conditioner that adjusts the temperature, humidity, etc. of the air inside the body 12. Another accessory device 28 is, for example, a refrigerator that refrigerates food. Each accessory device 28 has an electric motor.

[0021] One battery 30 is connected to two sets of VTOL drive units 24. Also, one battery 30 is connected to one set of cruise drive units 26 and one accessory device 28.

[0022] Each VTOL drive unit 24 and each cruise drive unit 26 has an electric motor 31 and an inverter 32. The electric motor 31 is a three-phase motor. The output shaft of the electric motor 31 is coupled to the rotating shaft of each VTOL rotor 18 or the rotating shaft of each cruise rotor 20. The electric motor 31 corresponds to the first electric motor of the present invention. The inverter 32 converts input DC power into three-phase AC power and outputs it to the electric motor 31.

[0023] Each accessory device 28 is connected to the battery 30 via a DC-DC converter 34. The DC-DC converter 34 reduces the voltage of the input direct current power and outputs it to the accessory device 28.

[0024] The air vehicle 10 has two power generation units 36. Each power generation unit 36 ​​is connected to each VTOL drive unit 24, each cruise drive unit 26, and each accessory device 28 via a common bus 38. Each power generation unit 36 ​​has a gas turbine 40, a generator 42, and a converter 44.

[0025] FIG. 3 is a schematic diagram of the gas turbine 40. The gas turbine 40 has a compressor 46, a combustion chamber 48, and a turbine 50. Air drawn in through an intake port 52 is compressed in the compressor 46. The compressed, high-pressure air is sent to the combustion chamber 48. In the combustion chamber 48, fuel is injected into the high-pressure air. This causes the fuel to burn, generating high-temperature, high-pressure gas. This gas rotates the turbine 50. The energy of the high-temperature, high-pressure gas is converted into rotational energy by the turbine 50 and extracted by an output shaft 54. Part of this rotational energy is used to rotate the compressor 46.

[0026] The generator 42 is connected to the output shaft 54 ​​of the gas turbine 40. The generator 42 generates electricity by being driven by the gas turbine 40. The converter 44 converts the AC power generated by the generator 42 into DC power and outputs it.

[0027] The electric motors 31 and the accessory devices 28 are driven by the electric power generated in each generator 42. The batteries 30 are charged by the electric power generated in each generator 42. Furthermore, the electric motors 31 and the accessory devices 28 are driven by the electric power stored in each battery 30.

[0028] [Control system configuration] FIG. 4 is a schematic diagram showing the configuration of the control system 56.

[0029] The control system 56 includes a battery controller 58 , a hybrid controller 60 , and a flight controller 62 .

[0030] The battery controller 58 acquires the SOC (State Of Charge) of each battery 30. The battery controller 58 calculates the total upper limit input power and the total upper limit output power of the six batteries 30 based on the SOC of each battery 30. When each battery 30 is being charged, the power input to each battery 30 is set to be equal to or less than the upper limit input power, thereby preventing overcharging of each battery 30. When each battery 30 is being discharged, the power output from each battery 30 is set to be equal to or less than the upper limit output power, thereby preventing overdischarge of each battery 30.

[0031] Hereinafter, when the term "input upper limit power" is used, it refers to the total input upper limit power of the six batteries 30. When the term "output upper limit power" is used, it refers to the total output upper limit power of the six batteries 30. Furthermore, the input upper limit power and the output upper limit power may be collectively referred to as "input / output upper limit power."

[0032] The hybrid controller 60 controls the output power of each gas turbine 40. The hybrid controller 60 controls the power generated by each generator 42. The converter 44 adjusts the power generation load, thereby controlling the power generated by the generator 42.

[0033] The flight controller 62 controls the output power of each electric motor 31. The flight controller 62 corresponds to the control device of the present invention. The inverter 32 adjusts the current supplied to the electric motor 31, thereby adjusting the output power of the electric motor 31. The flight controller 62 drives or stops each accessory device 28.

[0034] 5 is a control block diagram of the hybrid controller 60. The hybrid controller 60 has a calculation unit 64 and a memory unit 66. The calculation unit 64 is a processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit). The calculation unit 64 has a drive unit information acquisition unit 68, a power generation command value calculation unit 70, a gas turbine control unit 72, a power generation control unit 74, a generator information acquisition unit 76, and a battery information acquisition unit 78. The drive unit information acquisition unit 68, the power generation command value calculation unit 70, the gas turbine control unit 72, the power generation control unit 74, the generator information acquisition unit 76, and the battery information acquisition unit 78 are realized by the calculation unit 64 executing a program stored in the memory unit 66. At least a portion of the drive unit information acquisition unit 68, the generated power command value calculation unit 70, the gas turbine control unit 72, the generated power control unit 74, the generator information acquisition unit 76, and the battery information acquisition unit 78 may be realized by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field-Programmable Gate Array).At least a portion of the drive unit information acquisition unit 68, the generated power command value calculation unit 70, the gas turbine control unit 72, the generated power control unit 74, the generator information acquisition unit 76, and the battery information acquisition unit 78 may be realized by an electronic circuit including discrete devices.

[0035] The storage unit 66 is configured by a volatile memory (not shown) and a non-volatile memory (not shown), which are computer-readable storage media. The volatile memory is, for example, a random access memory (RAM). The non-volatile memory is, for example, a read-only memory (ROM), a flash memory, etc. Data, etc., are stored in the volatile memory. Programs, tables, maps, etc., are stored in the non-volatile memory. At least a part of the storage unit 66 may be provided in the processor, integrated circuit, etc. described above.

[0036] The drive unit information acquisition unit 68 acquires the required power from the flight controller 62. The required power will be described in detail later.

[0037] A power generation command value calculation unit 70 calculates a power generation command value according to the required power. A gas turbine control unit 72 controls the gas turbine 40 based on the power generation command value. A power generation control unit 74 controls the converter 44 based on the power generation command value.

[0038] The generator information acquisition unit 76 acquires, as the actual generated power, the total of the power generated by each generator 42. The battery information acquisition unit 78 acquires, from the battery controller 58, the input / output upper limit power.

[0039] FIG. 6 is a control block diagram of the flight controller 62. The flight controller 62 has a calculation unit 80 and a memory unit 82. The calculation unit 80 is a processor such as a central processing unit (CPU) or a graphics processing unit (GPU). The calculation unit 80 has a flight status acquisition unit 84, a required output power calculation unit 86, a power generation unit information acquisition unit 88, a required power calculation unit 90, and an electric motor control unit 92. The flight status acquisition unit 84, the required output power calculation unit 86, the power generation unit information acquisition unit 88, the required power calculation unit 90, and the electric motor control unit 92 are realized by the calculation unit 80 executing a program stored in the memory unit 82. At least a portion of the flight status acquisition unit 84, the required output power calculation unit 86, the power generation unit information acquisition unit 88, the required power calculation unit 90, and the electric motor control unit 92 may be realized by an integrated circuit such as an application specific integrated circuit (ASIC) or a field-programmable gate array (FPGA). At least a portion of the flight state acquisition unit 84, the required output power calculation unit 86, the power generation unit information acquisition unit 88, the required power calculation unit 90, and the motor control unit 92 may be realized by electronic circuits including discrete devices.

[0040] The storage unit 82 is configured by a volatile memory (not shown) and a nonvolatile memory (not shown), which are computer-readable storage media. The volatile memory is, for example, a random access memory (RAM). The nonvolatile memory is, for example, a read-only memory (ROM), a flash memory, etc. Data, etc., are stored in the volatile memory. Programs, tables, maps, etc., are stored in the nonvolatile memory. At least a part of the storage unit 82 may be provided in the above-mentioned processor, integrated circuit, etc.

[0041] The flight state acquisition unit 84 acquires flight states from an operation input unit, various sensors, etc. The operation input unit is, for example, a control stick, pedals, levers, etc. operated by the pilot. The various sensors are, for example, an altitude sensor that detects the altitude of the aircraft 12, and an attitude angle sensor that detects the roll angle, pitch angle, and yaw angle of the aircraft 12. The flight state indicates the amount of operation of the operation input unit, the altitude of the aircraft 12 detected by the altitude sensor, the attitude angle of the aircraft 12 detected by the attitude angle sensor, etc.

[0042] The required output power calculation unit 86 calculates the required output power for each electric motor 31 based on the flight state.

[0043] The power generation unit information acquisition unit 88 acquires the input / output upper limit power from the hybrid controller 60. The power generation unit information acquisition unit 88 corresponds to the battery state acquisition unit of the present invention.

[0044] The required power calculation unit 90 calculates the required power based on the required output power for each electric motor 31. The required power is the sum of the power required for each electric motor 31 to output the required output power.

[0045] The motor control unit 92 determines the power to be allocated to each motor 31 and each accessory device 28. The power to be allocated to each motor 31 and each accessory device 28 is determined based on the required output power for each motor 31, the actual generated power of the two generators 42, and the upper limit input / output power of the six batteries 30.

[0046] [About power generation control] 7 is a flowchart showing the process of power generation control executed by the hybrid controller 60. The power generation control is repeatedly executed at a predetermined cycle while the gas turbine 40 is operating.

[0047] In step S1, the drive unit information acquisition unit 68 acquires the required power from the flight controller 62. Then, the process proceeds to step S2.

[0048] In step S2, the power generation command value calculation unit 70 calculates a power generation command value in accordance with the required power, and then the process proceeds to step S3.

[0049] In step S3, the gas turbine control unit 72 controls the gas turbine 40 based on the generated power command value. The generated power control unit 74 controls the converter 44 based on the generated power command value. Then, the process proceeds to step S4.

[0050] In step S4, the generator information acquisition unit 76 acquires the actual generated power, and then the process proceeds to step S5.

[0051] In step S5, the generator information acquisition unit 76 transmits the actual generated power to the flight controller 62. Then, the process proceeds to step S6.

[0052] In step S6, the battery information acquisition unit 78 acquires the upper limit power input / output, and then the process proceeds to step S7.

[0053] In step S7, the battery information acquisition unit 78 transmits the input / output upper limit power to the flight controller 62. Thereafter, the power generation control ends.

[0054] [About drive control] 8 is a flowchart showing the process of drive control executed by the flight controller 62. The drive control is repeatedly executed at a predetermined cycle while the gas turbine 40 is operating.

[0055] In step S11, the required output power calculation unit 86 calculates the required output power for each electric motor 31 based on the flight state. Then, the process proceeds to step S12.

[0056] In step S12, the required power calculation unit 90 calculates the required power based on the required output power for each electric motor 31. Thereafter, the process proceeds to step S13.

[0057] In step S13, the power generation unit information acquisition unit 88 acquires the actual generated power from the hybrid controller 60. Thereafter, the process proceeds to step S14.

[0058] In step S14, the power generation unit information acquisition unit 88 acquires the input / output upper limit power from the hybrid controller 60. Thereafter, the process proceeds to step S15.

[0059] In step S15, the motor control unit 92 determines whether the difference obtained by subtracting the actual generated power from the requested power is equal to or greater than the output upper limit power. If the difference is equal to or greater than the output upper limit power, it can be determined that the total load on each of the motors 31 is excessive with respect to the actual generated power of the two generators 42. If the difference is equal to or greater than the output upper limit power, the process proceeds to step S16. If the difference is less than the output upper limit power, the process proceeds to step S17.

[0060] In step S16, the motor control unit 92 determines the power to be allocated to each electric motor 31 based on the required output power of each electric motor 31. In this case, the total amount of power to be allocated to each electric motor 31 is limited. That is, the total amount of power to be allocated to each electric motor 31 is smaller than the required power.

[0061] In step S16, if any of the accessory devices 28 is operating, the motor control unit 92 may stop the operation of each of the accessory devices 28. This allows power to be allocated to each of the electric motors 31 with priority over each of the accessory devices 28.

[0062] In step S16, the motor control unit 92 may allocate power by prioritizing each motor 31 according to the flight state, thereby enabling the flying object 10 to fly with the attitude of the airframe 12 stabilized.

[0063] In step S17, the motor control unit 92 determines the power to be allocated to each electric motor 31 based on the required output power of each electric motor 31. In this case, the total amount of power to be allocated to each electric motor 31 is not limited. In other words, the total amount of power to be allocated to each electric motor 31 is the required power.

[0064] In step S18, the motor control unit 92 determines whether the difference obtained by subtracting the required power from the actual generated power is equal to or greater than the upper limit input power. If the difference is equal to or greater than the upper limit input power, it can be determined that the load on each motor 31 is too small for the actual generated power of the two generators 42. If the difference is equal to or greater than the upper limit input power, the process proceeds to step S19. If the difference is less than the upper limit input power, the drive control is terminated.

[0065] In step S19, the motor control unit 92 drives each of the accessory devices 28. Thereafter, the drive control ends.

[0066] [Action and effect] In order to improve the fuel consumption rate of each gas turbine 40, the gas turbine control unit 72 and the generated power control unit 74 vary the rotation speed of each gas turbine 40 in accordance with fluctuations in the output power of each gas turbine 40. The inertia of the rotating elements of each gas turbine 40 is relatively large. Therefore, the responsiveness of the actual output power of each gas turbine 40 to the required output power is relatively low. Examples of the rotating elements of each gas turbine 40 include the compressor 46, turbine 50, and output shaft 54. The generator 42 driven by each gas turbine 40 also has a relatively low responsiveness of the actually generated power to the required generated power.

[0067] Therefore, if the required output power of each electric motor 31 suddenly increases, causing a sudden increase in the required electric power, the generated electric power of each generator 42 cannot keep up with the increase in the required electric power. In such a case, the supply of electric power according to the required electric power is ensured by supplying electric power from each battery 30 to each electric motor 31. However, if the increase in the required electric power is excessive, there is a risk that each battery 30 will be over-discharged.

[0068] Furthermore, if the required output power of each electric motor 31 suddenly decreases, causing a sudden decrease in the required electric power, the generated electric power of each generator 42 cannot keep up with the decrease in the required electric power. In such a case, part of the generated electric power of each generator 42 is stored in each battery 30. However, if the decrease in the required electric power is excessive, there is a risk that each battery 30 will be overcharged.

[0069] In order to prevent the above-described over-discharge and over-charge of each battery 30, it is conceivable to increase the power storage capacity of each battery 30. However, if the power storage capacity of each battery 30 is increased, there is a problem that each battery 30 becomes larger.

[0070] Furthermore, in order to prevent over-discharge and over-charge of each battery 30, it is conceivable to provide each battery 30 with a device (for example, a DC-DC converter) that prevents over-discharge and over-charge. However, adding a new device increases the number of components in the power supply system 22. As a result, there are problems such as an increase in the weight of the power supply system 22, an increase in the manufacturing cost of the power supply system 22, and an increase in the complexity of the power supply system 22.

[0071] Therefore, in the flight controller 62 of this embodiment, the motor control unit 92 controls each electric motor 31 according to the state of each battery 30. Specifically, if the difference obtained by subtracting the actual generated power from the required power is equal to or greater than the output upper limit power, the total power allocated to each electric motor 31 is limited. This reduces the power consumed by the electric motors 31, thereby preventing each battery 30 from being over-discharged. Furthermore, if the difference obtained by subtracting the required power from the actual generated power is equal to or greater than the input upper limit power, each accessory device 28 is driven. This causes each accessory device 28 to consume power, preventing each battery 30 from being over-charged.

[0072] Furthermore, in the flight controller 62 of this embodiment, the motor control unit 92 allocates power to each motor 31 by prioritizing them according to the flight state, thereby enabling the flying object 10 to fly with the attitude of the airframe 12 stabilized.

[0073] Furthermore, in the flight controller 62 of this embodiment, if the difference obtained by subtracting the actual generated power from the requested power is equal to or greater than the upper output power limit and each accessory device 28 is operating, the motor control unit 92 stops each accessory device 28. This allows power to be allocated to each electric motor 31 with priority over each accessory device 28.

[0075] The present invention is not limited to the above-described embodiment, and various configurations can be adopted without departing from the gist of the present invention.

[0076] If the difference obtained by subtracting the required power from the actual generated power is equal to or greater than the upper input power limit, the electric motor control unit 92 may change the pitch angle of the blades of each VTOL rotor 18. Changing the blade pitch angle changes the thrust generated per rotation of each VTOL rotor 18. By reducing the thrust generated per rotation of each VTOL rotor 18, the power consumption of the electric motor 31 of each VTOL rotor 18 can be increased. Similarly, the electric motor control unit 92 may change the pitch angle of the blades of each cruise rotor 20.

[0077] If the difference between the actual generated power and the required power is equal to or greater than the upper input power limit, the motor control unit 92 may drive each accessory device 28 and may also change the pitch angle of the blades described above.

[0078] Furthermore, an electric actuator may be used as the actuator for changing the pitch angle of the blade. The actuator consumes power when it is driven.

[0079] The aircraft 10 of the first embodiment has two power generation units 36. However, the aircraft 10 may have one power generation unit 36. The aircraft 10 may also have three or more power generation units 36.

[0080] The aircraft 10 of the first embodiment has ten electric motors 31. The number of electric motors 31 included in the aircraft 10 may be less than ten. Also, the number of electric motors 31 included in the aircraft 10 may be more than ten.

[0081] [Inventions Obtained from the Embodiments] The invention that can be understood from the above embodiment will be described below.

[0082] A control device (62) for an aircraft (10) includes a gas turbine (40) having a compressor (46) and a turbine (50) rotating integrally with the compressor, a generator (42) driven by the gas turbine, a battery (30) storing the electric power generated by the generator, and a plurality of electric motors (31) driven by the electric power generated by the generator and the electric power stored in the battery. The control device includes a battery status acquisition unit (88) that acquires the status of the battery, and an electric motor control unit (92) that controls each of the electric motors. When the plurality of electric motors are driven by the electric power stored in the battery, or when the battery is charged by the electric power generated by the generator, the electric motor control unit controls the plurality of electric motors according to the status of the battery. This prevents each battery from being over-discharged. Also, it prevents each battery from being over-charged.

[0083] In the control device for the aircraft, the control device may have a flight state acquisition unit (84) that acquires the state of the aircraft, and the electric motor control unit may determine the allocation of power to each of the plurality of electric motors based on the state of the battery and the state of the aircraft. body The aircraft can be flown with its attitude stabilized.

[0084] In the control device for the aircraft, the plurality of electric motors may include one or more first electric motors (31) that drive one or more rotors (18, 20) that generate thrust for the aircraft. This prevents each battery from being over-discharged. Also, it prevents each battery from being over-charged.

[0085] In the control device for the aircraft, when the load on the first electric motor becomes excessively large relative to the power generated by the generator, the electric motor control unit may determine the power allocation to each of the plurality of electric motors according to the state of the battery, thereby preventing each battery from being over-discharged.

[0086] In the control device for the aircraft, when the load of the first electric motor becomes too small compared to the power generated by the generator, the electric motor control unit may determine the distribution of power to each of the plurality of electric motors according to the state of the battery, thereby preventing each battery from being overcharged. [Explanation of symbols]

[0087] 10...Aircraft 18...VTOL rotor (rotor) 20... Cruise rotor (rotor) 30... Battery 31... Electric motor (first electric motor) 40... Gas turbine 42...Generator 46...Compressor 50...Turbine 62...Flight controller (control device) 84...Flight status acquisition unit 88...Power generation unit information acquisition unit (battery status acquisition unit) 92...Motor control unit

Claims

1. a gas turbine having a compressor and a turbine that rotates integrally with the compressor; a generator driven by the gas turbine; a battery that stores the power generated by the generator; a plurality of electric motors driven by the electric power generated by the generator and the electric power stored in the battery; an accessory device driven by the power generated by the generator and the power stored in the battery; A control device for an aircraft comprising: a battery status acquisition unit that acquires the status of the battery; an electric motor control unit that controls each of the plurality of electric motors; and The motor control unit calculating a required output power for each of the electric motors; calculating a required power based on the required output power for each of the electric motors; acquiring actual generated power, which is power generated by the generator; calculating an output upper limit power of the battery and an input upper limit power of the battery based on an SOC (State Of Charge) of the battery; When a difference obtained by subtracting the actual generated power from the required power is equal to or greater than the output upper limit power, allocating power to each of the electric motors so that the total amount of power allocated to each of the electric motors is smaller than the required power; A control device for an aircraft that drives the accessory device when the difference obtained by subtracting the required power from the actual generated power is equal to or greater than the input upper limit power.

2. 2. The control device for an aircraft according to claim 1, a flight status acquisition unit that acquires the status of the aircraft; The motor control unit is a control device for an aircraft that determines the allocation of power to each of the multiple motors based on the state of the battery and the state of the aircraft.

3. 3. The control device for an aircraft according to claim 1, A control device for an air vehicle, wherein the plurality of electric motors include one or more first electric motors that drive one or more rotors that generate thrust for the air vehicle.

4. 4. The control device for an aircraft according to claim 3, A control device for an aircraft, in which, when the load on the first electric motor becomes excessive compared to the power generated by the generator, the electric motor control unit determines the allocation of power to each of the multiple electric motors depending on the state of the battery.

5. 4. The control device for an aircraft according to claim 3, A control device for an aircraft, in which when the load on the first electric motor becomes too small compared to the power generated by the generator, the electric motor control unit determines the allocation of power to each of the multiple electric motors depending on the state of the battery.

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