Aircraft control systems

Abstract

To suppress increase in the weight of an airframe.SOLUTION: When a first power generator 46a stops, an electric motor control part reduces output power of a VTOL electric motor 20V and a cruise electric motor 24C operated by power supplied from the first power generator 46a, and increases the output power of the VTOL electric motor 20V and a cruise electric motor 24C operated by power supplied from a second power generator 46b.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] Patent Document Ⅰ below discloses a multi-rotor aircraft. The multi-rotor aircraft has a plurality of rotors, and an electric motor is provided corresponding to each rotor. Power is supplied to some of the electric motors from one of the two generators, and power is supplied to some of the other electric motors from the other generator.

Prior Art Document

Patent Document

[0003]

Patent DocumentⅠ

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technology disclosed in Patent Document Ⅰ above, when power supply from one generator to some of the electric motors becomes impossible, power is supplied to some of those electric motors from a battery. In order to increase the flight duration of the multi-rotor aircraft after power supply from the generator becomes impossible, it is necessary to increase the capacity of the battery. However, increasing the capacity of the battery has the problem that the weight of the battery increases and the weight of the aircraft body also increases.

[0005] An object of the present invention is to solve the above-described problems.

Means for Solving the Problems

[0006] An aspect of the present invention is an aircraft control device having one or more first generators for generating power, one or more first batteries for storing power, one or more first electric motors that operate using power supplied from the first generators and the first batteries, one or more second generators for generating power, one or more second batteries for storing power, one or more second electric motors that operate using power supplied from the second generators and the second batteries, and a plurality of rotors for generating thrust on the aircraft, wherein the control device has an electric motor control unit that controls each of the first electric motors and the second electric motors, and each of the rotors controls either the first electric motor or the second electric motor, or Driven by both the first electric motor and the second electric motor, the electric motor control unit reduces the thrust generated by the first electric motor driving the rotor, thereby reducing power consumption in the first electric motor, and increases the thrust generated by the second electric motor driving the rotor, compared to the case where the first generator cannot supply power to the first electric motor but the second generator can supply power to the second electric motor, and the case where the first generator can supply power to the first electric motor and the second generator can supply power to the second electric motor. [Effects of the Invention]

[0007] This invention makes it possible to suppress the increase in the weight of the aircraft. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a schematic diagram of an aircraft. [Figure 2] Figure 2 is a schematic diagram showing the configuration of the power supply system. [Figure 3] Figure 3 is a control block diagram of the flight controller. [Figure 4] Figure 4 is a flowchart showing the output power control process. [Figure 5]Figure 5 is a schematic diagram illustrating the output power distribution for each VTOL electric motor and each cruise electric motor. [Figure 6] Figure 6 is a schematic diagram illustrating the output power distribution for each VTOL electric motor and each cruise electric motor. [Modes for carrying out the invention]

[0009] [First Embodiment] [Aircraft Configuration] Figure 1 is a schematic diagram of aircraft 10. In this embodiment, aircraft 10 is an electric vertical take-off and landing (eVTOL) aircraft. The rotor of aircraft 10 is driven by an electric motor. The rotor of aircraft 10 generates vertical and horizontal thrust. Furthermore, aircraft 10 is a hybrid aircraft. Aircraft 10 has a generator and a battery as power sources for the electric motor. In aircraft 10, the electricity generated by the generator is supplied to the electric motor. If the electricity generated by the generator is insufficient to meet the required power, the electricity stored in the battery is supplied to the electric motor.

[0010] The aircraft 10 has a fuselage 12. The fuselage 12 is equipped with a cockpit, a cabin, etc. A pilot sits in the cockpit and operates the aircraft 10. Passengers sit in the cabin. The aircraft 10 may be operated automatically.

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

[0012] The aircraft 10 has eight VTOL rotors 18V. The eight VTOL rotors 18V are rotor 18V1, rotor 18V2, rotor 18V3, rotor 18V4, rotor 18V5, rotor 18V6, rotor 18V7, and rotor 18V8.

[0013] Rotors 18V1, 18V3, 18V5, and 18V7 are positioned to the left of the centerline A of the aircraft body 12. Rotors 18V2, 18V4, 18V6, and 18V8 are positioned to the right of centerline A. In other words, four VTOL rotors 18V are positioned to the left of centerline A, and four VTOL rotors 18V are positioned to the right of centerline A.

[0014] The center of gravity G of the aircraft 10 is located on the centerline A of the fuselage 12. When the aircraft 10 is viewed from above, the center of gravity G is located between rotor 18V4 and rotor 18V6 in the longitudinal direction of the fuselage 12. Also, the center of gravity G is located between rotor 18V3 and rotor 18V5 in the longitudinal direction of the fuselage 12.

[0015] When the aircraft 10 is viewed from above, rotor 18V8 is positioned symmetrically with respect to the center of gravity G with respect to rotor 18V1. Rotor 18V7 is positioned symmetrically with respect to the center of gravity G with respect to rotor 18V2. Rotor 18V6 is positioned symmetrically with respect to the center of gravity G with respect to rotor 18V3. Rotor 18V5 is positioned symmetrically with respect to the center of gravity G with respect to rotor 18V4.

[0016] Each VTOL rotor 18V is provided with one VTOL electric motor 20V. That is, motor 20V1_1 is provided for rotor 18V1. Motor 20V2_2 is provided for rotor 18V2. Motor 20V3_2 is provided for rotor 18V3. Motor 20V4_1 is provided for rotor 18V4. Motor 20V5_1 is provided for rotor 18V5. Motor 20V6_2 is provided for rotor 18V6. Motor 20V7_2 is provided for rotor 18V7. Motor 20V8_1 is provided for rotor 18V8. Each VTOL rotor 18V is driven by each VTOL electric motor 20V.

[0017] Each VTOL rotor 18V generates thrust mainly upward of the aircraft body 12. The thrust of each VTOL rotor 18V is controlled by adjusting the rotational speed of the rotor and the pitch angle of the blade. If other conditions such as the pitch angle of the blade are constant, the greater the output power of the VTOL electric motor 20V, the greater the thrust generated by the VTOL rotor 18V. Each VTOL rotor 18V is mainly used during vertical takeoff, transition from vertical takeoff to cruising, transition from cruising to vertical landing, vertical landing, in-air stop, etc. Also, each VTOL rotor 18V is used during attitude control.

[0018] By controlling the thrust in each VTOL rotor 18V, a propulsive force is mainly applied upward to the aircraft body 12. By controlling the thrust in each VTOL rotor 18V, a roll moment, a pitch moment, and a yaw moment are applied to the aircraft body 12. The VTOL rotor 18V corresponds to the vertical rotor of the present invention.

[0019] The aircraft 10 has two cruise rotors 22C. The two cruise rotors 22C are rotor 22C1 and rotor 22C2. Rotor 22C1 and rotor 22C2 are attached to the rear of the aircraft body 12. Rotor 22C1 is arranged to the left of the center line A. Rotor 22C2 is arranged to the right of the center line A. That is, one cruise rotor 22C is arranged to the left of the center line A, and one cruise rotor 22C is arranged to the right of the center line A.

[0020] For each cruise rotor 22C, two cruise electric motors 24C are provided. That is, for rotor 22C1, electric motors 24C1_1 and 24C2_2 are provided. For rotor 22C2, electric motors 24C3_1 and 24C4_2 are provided. One cruise rotor 22C is driven by the two cruise electric motors 24C.

[0021] Each cruise rotor 22C generates thrust primarily forward of the aircraft 12. The thrust of each cruise rotor 22C is controlled by adjusting the rotor speed and the pitch angle of the blades. Assuming other conditions such as the blade pitch angle remain constant, the greater the output power of the cruise electric motor 24C, the greater the thrust generated by the cruise rotor 22C. Each cruise rotor 22C is mainly used during the transition from vertical takeoff to cruising, during cruising, and during the transition from cruising to vertical landing. By controlling the thrust of each cruise rotor 22C, a thrust force is mainly applied forward to the aircraft 12. The cruise rotor 22C corresponds to the horizontal rotor of the present invention.

[0022] [Configuration of the power supply system] Figure 2 is a schematic diagram showing the configuration of the power supply system 26.

[0023] The aircraft 10 has electric motors 20V1_1, 20V4_1, 20V5_1, 20V8_1, 24C1_1, and 24C3_1 as power sources for the first drive system 28. Hereinafter, electric motors 20V1_1, 20V4_1, 20V5_1, and 20V8_1 may be referred to as the VTOL electric motors 20V of the first drive system 28. Also, electric motors 24C1_1 and 24C3_1 may be referred to as the cruise electric motors 24C of the first drive system 28. The VTOL electric motors 20V of the first drive system 28 and the cruise electric motors 24C of the first drive system 28 correspond to the first electric motors of the present invention.

[0024] The aircraft 10 has electric motors 20V2_2, 20V3_2, 20V6_2, 20V7_2, 24C2_2, and 24C4_2 as power sources for the second drive system 30. Hereinafter, electric motors 20V2_2, 20V3_2, 20V6_2, and 20V7_2 may be referred to as the VTOL electric motors 20V of the second drive system 30. Electric motors 24C2_2 and 24C4_2 may be referred to as the cruise electric motors 24C of the second drive system 30. The VTOL electric motors 20V and the cruise electric motors 24C of the second drive system 30 correspond to the second electric motors of the present invention.

[0025] The power supply system 26 has two main power supply units 32 and four auxiliary power supply units 34. The power supply system 26 supplies power to four load modules 36.

[0026] The two main power supplies 32 refer to the first main power supply 32a and the second main power supply 32b. The four auxiliary power supplies 34 refer to the first auxiliary power supply 34a, the second auxiliary power supply 34b, the third auxiliary power supply 34c, and the fourth auxiliary power supply 34d. The four load modules 36 refer to the first load module 36a, the second load module 36b, the third load module 36c, and the fourth load module 36d.

[0027] The power supply system 26 has two power supply circuits 38. The two power supply circuits 38 refer to a first power supply circuit 38a and a second power supply circuit 38b. The first power supply circuit 38a and the second power supply circuit 38b are not connected to each other and are provided independently.

[0028] Each power supply circuit 38 has a main power supply circuit 40 and an auxiliary power supply circuit 42. The main power supply circuit 40 is provided for each main power supply unit 32. The auxiliary power supply circuit 42 is provided for each auxiliary power supply unit 34.

[0029] Each main power supply unit 32 includes a gas turbine 44, a generator 46, and a power control unit (hereinafter referred to as PCU) 48. The gas turbine 44 drives the generator 46, which in turn generates electricity. The PCU 48 converts the AC power generated by the generator 46 into DC power and outputs it to the main power circuit 40. When starting the gas turbine 44, the PCU 48 converts the DC power supplied by the main power circuit 40 into AC power and outputs it to the generator 46. The AC power input from the PCU 48 powers the generator 46, which in turn drives the gas turbine 44.

[0030] In the following, the generator 46 in the first main power supply unit 32a may be referred to as the first generator 46a. Similarly, the generator 46 in the second main power supply unit 32b may be referred to as the second generator 46b.

[0031] Each auxiliary power supply unit 34 has a battery 50. The battery 50 is charged by DC power supplied from the main power supply unit 32. Hereinafter, the battery 50 in the first auxiliary power supply unit 34a may be referred to as the first battery 50a. The battery 50 in the second auxiliary power supply unit 34b may be referred to as the second battery 50b. The battery 50 in the third auxiliary power supply unit 34c may be referred to as the third battery 50c. The battery 50 in the fourth auxiliary power supply unit 34d may be referred to as the fourth battery 50d.

[0032] The first battery 50a and the second battery 50b supply power to the VTOL electric motor 20V and the cruise electric motor 24C of the first drive system 28. In other words, the first battery 50a and the second battery 50b function as energy storage devices for the first drive system 28. Hereinafter, the first battery 50a and the second battery 50b may each be referred to as the battery 50 of the first drive system 28. The third battery 50c and the fourth battery 50d supply power to the VTOL electric motor 20V and the cruise electric motor 24C of the second drive system 30. In other words, the third battery 50c and the fourth battery 50d function as energy storage devices for the second drive system 30. Hereinafter, the third battery 50c and the fourth battery 50d may each be referred to as the battery 50 of the second drive system 30. The battery 50 of the first drive system 28 corresponds to the first battery of the present invention. The battery 50 of the second drive system 30 corresponds to the second battery of the present invention.

[0033] Each load module 36 has two VTOL drive units 52 and one cruise drive unit 54.

[0034] Each VTOL drive unit 52 has an inverter 56 and a VTOL electric motor 20V. The inverter 56 converts the DC power supplied by the main power circuit 40 into three-phase AC power and outputs it to the VTOL electric motor 20V.

[0035] The cruise drive unit 54 includes an inverter 58 and a cruise electric motor 24C. The inverter 58 converts the DC power supplied by the main power circuit 40 into three-phase AC power and outputs it to the cruise electric motor 24C.

[0036] Each of the first load module 36a and the third load module 36c has a converter 60. The converter 60 steps down the voltage of the DC power supplied from the main power supply unit 32 and outputs it to equipment that operates on DC power. Equipment that operates on DC power is, for example, a cooling device that cools the PCU 48, inverter 56, inverter 58, etc.

[0037] Each main power supply circuit 40 has one shared bus 62, one circuit breaker 64, two circuit breakers 66, one current sensor 68, and two current sensors 70.

[0038] The shared bus 62 connects one main power supply unit 32 to two load modules 36. The shared bus 62 connects the two load modules 36 in parallel to the main power supply unit 32.

[0039] The circuit breaker 64 is installed between the main power supply unit 32 and the shared bus 62. The circuit breaker 64 switches between a conductive state in which current flows between the main power supply unit 32 and the shared bus 62 and a circuit breaker state in which the flow of current between the main power supply unit 32 and the shared bus 62 is interrupted. The circuit breaker 64 has contactors 64a and 64b. Contactor 64a is installed on the positive terminal wiring of the main power supply circuit 40. Contactor 64b is installed on the negative terminal wiring of the main power supply circuit 40. The circuit breaker 64 may have only one of contactors 64a and 64b.

[0040] Each circuit breaker 66 is provided between each load module 36 and the shared bus 62. The circuit breaker 66 switches between a conductive state in which current flows between each load module 36 and the shared bus 62, and a circuit breaker state in which the flow of current between each load module 36 and the shared bus 62 is interrupted. The circuit breaker 66 has contactors 66a and 66b. Contactor 66a is provided on the positive terminal wiring of the main power supply circuit 40. Contactor 66b is provided on the negative terminal wiring of the main power supply circuit 40. The circuit breaker 66 may have only one of the contactors 66a and 66b. If the circuit breaker 64 has only contactor 64a, it is preferable that the circuit breaker 66 has only contactor 66b. If the circuit breaker 64 has only contactor 64b, it is preferable that the circuit breaker 66 has only contactor 66a.

[0041] The current sensor 68 is located between the circuit breaker 64 and the shared bus 62. The current sensor 68 is located on the positive terminal wiring of the main power supply circuit 40. Each current sensor 70 is located between each circuit breaker 66 and the shared bus 62. Each current sensor 70 is located on the positive terminal wiring of the main power supply circuit 40.

[0042] Each auxiliary power supply circuit 42 is connected to both the main power supply circuit 40 and each load module 36. The auxiliary power supply circuit 42 supplies power to the load modules 36 from the auxiliary power supply device 34. The auxiliary power supply circuit 42 has a circuit breaker 72 and a current sensor 74.

[0043] The circuit breaker 72 is provided between the auxiliary power supply unit 34 and the load module 36. The circuit breaker 72 switches between a conductive state in which current flows between the auxiliary power supply unit 34 and the load module 36 and a circuit breaker state in which the flow of current between the auxiliary power supply unit 34 and the load module 36 is interrupted. The circuit breaker 72 has a contactor 72a, a contactor 72b, and a precharge circuit 72c. The contactor 72a is provided on the positive terminal wiring of the auxiliary power supply circuit 42. The contactor 72b is provided on the negative terminal wiring of the auxiliary power supply circuit 42. The precharge circuit 72c is provided in parallel with the contactor 72b. The precharge circuit 72c has a contactor 72d and a resistor 72e. The current sensor 74 is provided on the negative terminal wiring of the auxiliary power supply circuit 42.

[0044] The circuit breaker 72 may have only a contactor 72b and a precharge circuit 72c. The precharge circuit 72c may be provided in parallel with the contactor 72a. In this case, the circuit breaker 72 may have only a contactor 72a and a precharge circuit 72c.

[0045] A diode 76 is provided between the main power supply circuit 40 and each auxiliary power supply circuit 42. The anode of the diode 76 is connected to the main power supply circuit 40, and the cathode of the diode 76 is connected to the auxiliary power supply circuit 42. The diode 76 allows power to be supplied from the main power supply circuit 40 to the auxiliary power supply circuits 42. The diode 76 prevents power from being supplied from the auxiliary power supply circuits 42 to the main power supply circuit 40. In the event of a short circuit in the main power supply circuit 40, this prevents electricity from flowing from the auxiliary power supply unit 34 to the main power supply circuit 40. As a result, even if the main power supply circuit 40 is short-circuited, power can still be supplied from the auxiliary power supply unit 34 to the load module 36.

[0046] A transistor 78 is connected in parallel with the diode 76. When the transistor 78 is on, power is supplied from the auxiliary power supply 34 to the main power supply circuit 40, bypassing the diode 76. The power supplied from the auxiliary power supply 34 operates the generator 46, which can start the gas turbine 44.

[0047] Of the VTOL rotors 18V positioned to the left of the centerline A of the aircraft body 12 (Figure 1), there are two VTOL rotors 18V driven by the VTOL electric motor 20V of the first drive system 28: rotor 18V1 and rotor 18V5 (Figure 2). Of the VTOL rotors 18V positioned to the left of the centerline A of the aircraft body 12 (Figure 1), there are two VTOL rotors 18V driven by the VTOL electric motor 20V of the second drive system 30: rotor 18V3 and rotor 18V7 (Figure 2). In other words, the number of VTOL rotors 18V positioned to the left of the centerline A of the aircraft body 12 that are driven by the VTOL electric motor 20V of the first drive system 28 is the same as the number of VTOL rotors 18V driven by the VTOL electric motor 20V of the second drive system 30.

[0048] Of the VTOL rotors 18V positioned to the right of the centerline A of the aircraft body 12 (Figure 1), there are two VTOL rotors 18V driven by the VTOL electric motor 20V of the first drive system 28: rotor 18V4 and rotor 18V8 (Figure 2). Of the VTOL rotors 18V positioned to the right of the centerline A of the aircraft body 12 (Figure 1), there are two VTOL rotors 18V driven by the VTOL electric motor 20V of the second drive system 30: rotor 18V2 and rotor 18V6 (Figure 2). In other words, the number of VTOL rotors 18V positioned to the right of the centerline A of the aircraft body 12 that are driven by the VTOL electric motor 20V of the first drive system 28 is the same as the number of VTOL rotors 18V driven by the VTOL electric motor 20V of the second drive system 30.

[0049] The rotor 22C1, positioned to the left of the centerline A of the aircraft body 12, is driven by the cruise motor 24C of the first drive system 28 and also by the cruise motor 24C of the second drive system 30 (Figure 2). In other words, the number of cruise rotors 22C positioned to the left of the centerline A of the aircraft body 12 that are driven by the cruise motor 24C of the first drive system 28 is the same as the number of cruise rotors 22C that are driven by the cruise motor 24C of the second drive system 30.

[0050] The rotor 22C2, positioned to the right of the centerline A of the aircraft body 12, is driven by the cruise electric motor 24C of the first drive system 28 and also by the cruise electric motor 24C of the second drive system 30 (Figure 2). That is, relative to the centerline A of the aircraft body 12 right Of the cruise rotors 22C arranged in the direction, the number of cruise rotors 22C driven by the cruise electric motor 24C of the first drive system 28 is the same as the number of cruise rotors 22C driven by the cruise electric motor 24C of the second drive system 30.

[0051] [Flight Controller Configuration] The power supply system 26 includes a flight controller 80. The flight controller 80 controls the thrust output from each VTOL rotor 18V and each cruise rotor 22C. Figure 3 is a control block diagram of the flight controller 80.

[0052] The flight controller 80 has a calculation unit 82 and a storage unit 84. The calculation unit 82 is a processor such as a CPU (Central Processing Unit) or a GPU (Graphics Processing Unit). The calculation unit 82 has an output power command value calculation unit 86, a main power supply monitoring unit 88, and an electric motor control unit 90. The output power command value calculation unit 86, the main power supply monitoring unit 88, and the electric motor control unit 90 are realized by the calculation unit 82 executing a program stored in the storage unit 84. At least a portion of the output power command value calculation unit 86, the main power supply monitoring unit 88, and the electric motor control unit 90 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 output power command value calculation unit 86, the main power supply monitoring unit 88, and the electric motor control unit 90 may be realized by an electronic circuit including discrete devices.

[0053] The storage unit 84 is composed of computer-readable storage media, namely volatile memory (not shown) and non-volatile memory (not shown). The volatile memory is, for example, RAM (Random Access Memory). The non-volatile memory is, for example, ROM (Read Only Memory) or flash memory. Data is stored in the volatile memory, for example. Programs, tables, maps, etc., are stored in the non-volatile memory, for example. At least a part of the storage unit 84 may be provided in the processor, integrated circuit, etc. mentioned above.

[0054] The output power command value calculation unit 86 calculates the output power command value for each VTOL electric motor 20V and the output power command value for each cruise electric motor 24C. The output power command value is determined according to the amount of operation of the control input unit by the pilot. The control input unit is, for example, a control stick, pedals, levers, etc. The amount of operation of the control input unit and the output power command value do not have to correspond one-to-one. Depending on the operating range of the control input unit, the operating speed of the control input unit, the attitude of the aircraft 12, etc., the output power command value may be made variable in relation to the amount of operation of the control input unit.

[0055] If there is no input from the pilot to the control input unit, the output power command value may be automatically determined regardless of the amount of input to the control input unit, and the aircraft may hover. Also, if the aircraft 10 is automatically controlled, the output power command value may be automatically determined according to a preset flight path, regardless of the amount of input to the control input unit.

[0056] The main power supply monitoring unit 88 monitors the status of each main power supply unit 32. For example, the main power supply monitoring unit 88 monitors whether the generator 46 is operating as part of the status of the main power supply unit 32. If the generator 46 is stopped, it cannot supply power to each VTOL electric motor 20V and each cruise electric motor 24C.

[0057] The electric motor control unit 90 controls each VTOL electric motor 20V and sets the output power of each VTOL electric motor 20V to the output power command value. The electric motor control unit 90 controls each cruise electric motor 24C and sets the output power of each cruise electric motor 24C to the output power command value. When predetermined conditions are met, the electric motor control unit 90 changes the output power distribution of each VTOL electric motor 20V and each cruise electric motor 24C.

[0058] [Output power control] Figure 4 is a flowchart showing the output power control process. Output power control is performed in the electric motor control unit 90. This output power control is repeatedly executed at predetermined intervals while the aircraft 10 is running.

[0059] In step S1, the electric motor control unit 90 determines whether both the first generator 46a and the second generator 46b are operating. If both the first generator 46a and the second generator 46b are operating, the process proceeds to step S2. If either the first generator 46a or the second generator 46b is stopped, the process proceeds to step S3.

[0060] In step S2, the electric motor control unit 90 controls each VTOL electric motor 20V and each cruise electric motor 24C based on the output power command value. After that, the output power control is terminated. As a result of the process in step S2, the output power of each VTOL electric motor 20V and each cruise electric motor 24C becomes approximately equal to the output power command value.

[0061] In step S3, the electric motor control unit 90 determines whether the stopped generator is the first generator 46a or the second generator 46b. If the first generator 46a is stopped, the process proceeds to step S4. If the second generator 46b is stopped, the process proceeds to step S8.

[0062] If the first generator 46a is stopped, the electric motor control unit 90 changes the output power distribution in the following steps S4 to S7.

[0063] In step S4, the electric motor control unit 90 reduces the output power of the VTOL electric motor 20V of the first drive system 28 to less than the output power command value. Then, the process proceeds to step S5. As a result of the process in step S4, the power consumption of the VTOL electric motor 20V of the first drive system 28 is reduced. Also, assuming other conditions remain constant, the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotor 18V is reduced.

[0064] In step S5, the electric motor control unit 90 increases the output power of the VTOL electric motor 20V of the second drive system 30 to a value greater than the output power command value. Then, the process proceeds to step S6. As a result of the process in step S5, the power consumption of the VTOL electric motor 20V of the second drive system 30 increases. Also, assuming other conditions remain constant, the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotor 18V increases.

[0065] In step S4, the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotor 18V is reduced, and in step S5, the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotor 18V is increased by the same amount. As a result, the sum of the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotor 18V and the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotor 18V is maintained before and after the change in output power distribution.

[0066] In step S6, the electric motor control unit 90 sets the output power of the cruise motor 24C of the first drive system 28 to 0. Then, the process proceeds to step S7. As a result of the process in step S6, the power consumption of the cruise motor 24C of the first drive system 28 decreases. The thrust generated by the cruise motor 24C of the first drive system 28 driving the cruise rotor 22C becomes 0.

[0067] In step S7, the electric motor control unit 90 increases the output power of the cruise motor 24C of the second drive system 30 to a value greater than the output power command value. After that, the output power control is terminated. As a result of the process in step S7, the power consumption of the cruise motor 24C of the second drive system 30 increases. Also, assuming other conditions remain constant, the thrust generated by the cruise motor 24C of the second drive system 30 driving the cruise rotor 22C increases. The sum of the thrust generated by the cruise motor 24C of the first drive system 28 driving the cruise rotor 22C and the thrust generated by the cruise motor 24C of the second drive system 30 driving the cruise rotor 22C is reduced compared to before the change in output power distribution.

[0068] If the second generator 46b is stopped, the electric motor control unit 90 changes the output power distribution in the following steps S8 to S11.

[0069] In step S8, the electric motor control unit 90 reduces the output power of the VTOL electric motor 20V of the second drive system 30 to less than the output power command value. Then, the process proceeds to step S9. The processing in step S8 reduces the power consumption of the VTOL electric motor 20V of the second drive system 30. Also, assuming other conditions remain constant, the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotor 18V is reduced.

[0070] In step S9, the electric motor control unit 90 increases the output power of the VTOL electric motor 20V of the first drive system 28 to a value greater than the output power command value. Then, the process proceeds to step S10. As a result of the process in step S9, the power consumption of the VTOL electric motor 20V of the first drive system 28 increases. Also, assuming other conditions remain constant, the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotor 18V increases.

[0071] In step S8, the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotor 18V is reduced, and in step S9, the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotor 18V is increased by the same amount. As a result, the sum of the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotor 18V and the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotor 18V is maintained before and after the change in output power distribution.

[0072] In step S10, the electric motor control unit 90 sets the output power of the cruise motor 24C of the second drive system 30 to 0. Then, the process proceeds to step S11. As a result of the process in step S10, the power consumption of the cruise motor 24C of the second drive system 30 decreases. The thrust generated by the cruise motor 24C of the second drive system 30 driving the cruise rotor 22C becomes 0.

[0073] In step S11, the electric motor control unit 90 increases the output power of the cruise motor 24C of the first drive system 28 to a value greater than the output power command value. After that, the output power control is terminated. As a result of the process in step S11, the power consumption of the cruise motor 24C of the first drive system 28 increases. Also, assuming other conditions remain constant, the thrust generated by the cruise motor 24C of the first drive system 28 driving the cruise rotor 22C increases. The sum of the thrust generated by the cruise motor 24C of the first drive system 28 driving the cruise rotor 22C and the thrust generated by the cruise motor 24C of the second drive system 30 driving the cruise rotor 22C is reduced compared to before the change in output power distribution.

[0074] Figures 5 and 6 show each VTOL electric motor 20V and each cruise electric motor 2 4CThis is an illustrative diagram of the output power distribution. The percentage values ​​shown in Figures 5 and 6 represent the 20V output for each VTOL electric motor and each cruise electric motor. C This indicates the ratio of output power to the output power command value.

[0075] Figure 5 shows an example of output power distribution when both the first generator 46a and the second generator 46b are operating. In this case, the motor control unit 90 controls the VTOL motor 20V and the cruise motor 24C of the first drive system 28 to make the output power equal to the output power command value. The motor control unit 90 also controls the VTOL motor 20V and the cruise motor 24C of the second drive system 30 to make the output power equal to the output power command value.

[0076] Figure 6 shows an example of output power distribution when the first generator 46a is stopped and the second generator 46b is operating. The electric motor control unit 90 controls the VTOL electric motor 20V of the first drive system 28 to make its output power less than the output power command value. The electric motor control unit 90 also controls the VTOL electric motor 20V of the second drive system 30 to make its output power greater than the output power command value. As a result, the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotor 18V is increased by the amount by which the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotor 18V has decreased. As a result, the sum of the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotor 18V and the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotor 18V is maintained before and after the change in output power distribution.

[0077] Furthermore, the electric motor control unit 90 controls the cruise electric motor 24C of the first drive system 28 to set its output power to 0. The electric motor control unit 90 controls the cruise electric motor 24C of the second drive system 30 to increase its output power above the output power command value. However, the sum of the thrust generated by the cruise electric motor 24C of the first drive system 28 driving the cruise rotor 22C and the thrust generated by the cruise electric motor 24C of the second drive system 30 driving the cruise rotor 22C decreases compared to before the change in output power distribution. As a result, the thrust from the cruise rotor 22C of the aircraft 10 as a whole decreases. Consequently, the airspeed of the aircraft 10 decreases, and the drag acting on the airframe 12 can be reduced, thus improving the power consumption rate. Therefore, the operating time of the VTOL electric motor 20V and the cruise electric motor 24C of the first drive system 28 can be extended.

[0078] [Effects and Effects] For example, if the gas turbine 44 of the first main power supply unit 32a stops, the first generator 46a will no longer be able to generate power. Even in this case, the battery 50 of the first drive system 28 will power the VTOL electric motor 20V and the cruise electric motor 24 of the first drive system 28. C The aircraft can continue to operate. If the generator 46 of the main power supply unit 32 fails to generate power, it is conceivable to increase the capacity of the battery 50 in order to extend the flight time of the aircraft 10. However, this would increase the weight of the battery 50 and the weight of the aircraft 12. In addition, the manufacturing cost of the aircraft 10 would increase.

[0079] In the flight controller 80 of this embodiment, the electric motor control unit 90 changes the output power distribution in the following case. The following case is when the first generator 46a cannot supply power to the VTOL electric motor 20V and cruise electric motor 24C of the first drive system 28, but the second generator 46b can supply power to the VTOL electric motor 20V and cruise electric motor 24C of the second drive system 30. In this case, the VTOL electric motor 20V and cruise electric motor 24C of the first drive system 28 are driven by the power of the battery 50 of the first drive system 28.

[0080] The output power distribution is changed as follows: The electric motor control unit 90 reduces the output power of the VTOL electric motor 20V of the first drive system 28 to less than the output power command value, and increases the output power of the VTOL electric motor 20V of the second drive system 30 to more than the output power command value. Furthermore, the electric motor control unit 90 controls the cruise electric motor 24 of the first drive system 28 C The output power of the second drive system 30's cruise electric motor 24 is reduced to less than the output power command value. C The output power is increased to be greater than the output power command value.

[0081] This reduces the power consumption of the VTOL electric motor 20V and cruise electric motor 24C of the first drive system 28. As a result, the operating time of the VTOL electric motor 20V and cruise electric motor 24C of the first drive system 28, powered by the battery 50 of the first drive system 28, can be extended, thereby extending the flight time of the aircraft 10.

[0082] In the flight controller 80 of this embodiment, the electric motor control unit 90 reduces the sum of the thrust generated by the cruise electric motor 24C of the first drive system 28 driving the cruise rotor 22C and the thrust generated by the cruise electric motor 24C of the second drive system 30 driving the cruise rotor 22C, compared to before the change in output power distribution. As a result, the thrust from the cruise rotor 22C of the aircraft 10 as a whole is reduced. Consequently, the airspeed of the aircraft 10 decreases, and the drag acting on the airframe 12 can be reduced, thereby improving the power consumption rate. Therefore, the operating time of the VTOL electric motor 20V and the cruise electric motor 24C of the first drive system 28 can be extended, and the flight time of the aircraft 10 can be extended.

[0083] In the aircraft 10 of this embodiment, the number of VTOL rotors 18V driven by the VTOL electric motor 20V of the first drive system 28 and the number of VTOL rotors 18V driven by the VTOL electric motor 20V of the second drive system 30 are the same, among the VTOL rotors 18V positioned to the left of the centerline A of the aircraft body 12. Similarly, the number of VTOL rotors 18V driven by the VTOL electric motor 20V of the first drive system 28 and the number of VTOL rotors 18V driven by the VTOL electric motor 20V of the second drive system 30 are the same, among the VTOL rotors 18V positioned to the right of the centerline A of the aircraft body 12. As a result, the attitude of the aircraft body 12 can be stabilized by reducing the thrust generated by the VTOL electric motor 20V of the first drive system 28 driving the VTOL rotors 18V and increasing the thrust generated by the VTOL electric motor 20V of the second drive system 30 driving the VTOL rotors 18V.

[0084] Furthermore, the present invention is not limited to the embodiments described above, and various configurations can be taken without departing from the spirit of the invention.

[0085] In the first embodiment, the first power supply circuit 38a and the second power supply circuit 38b are not connected to each other and are provided independently. In contrast, the first power supply circuit 38a and the second power supply circuit 38b may be connected via a switch.

[0086] First implementation form In a manner In this configuration, one cruise rotor 22C is provided on the left side and one cruise rotor 22C is provided on the right side with respect to the centerline A of the aircraft body 12. Alternatively, two cruise rotors 22C may be provided on the left side and two cruise rotors 22C on the right side of the aircraft body 12. In this case, one cruise rotor 22C is driven by one cruise electric motor 24C. Furthermore, one cruise rotor 22C may be provided at the center of the aircraft body 12 in the left-right direction. In this case, one cruise rotor 22C is driven by two cruise electric motors 24C.

[0087] First implementation form state The VTOL rotor 18V and the cruise rotor 22C may be configured as a dual counter-rotating rotor. In this case, one of the two rotors of the dual counter-rotating rotor may be driven by the electric motor of the first drive system 28, and the other rotor may be driven by the electric motor of the second drive system 30.

[0088] [Invention obtained from the embodiment] The inventions that can be understood from the above embodiments are described below.

[0089] One or more first generators (46a) that generate electricity, one or more first batteries (50a, 50b) that store electricity, one or more first electric motors (20V1_1, 20V4_1, 20V5_1, 20V8_1, 24C1_1, 24C3_1) that operate using electricity supplied from the first generators and first batteries, one or more second generators (46b) that generate electricity, and one or more second batteries that store electricity A control device (80) for an aircraft (10) having (50c, 50d), one or more second electric motors (20V2_2, 20V3_2, 20V6_2, 20V7_2, 24C2_2, 24C4_2) that operate on power supplied from the second generator and the second battery, and a plurality of rotors (18V, 22C) that generate thrust for the aircraft (12), wherein the control device comprises the first electric motor and the second Each of the electric motors has an electric motor control unit (90) that controls it, and each of the rotors is driven by either the first electric motor or the second electric motor, or by both the first electric motor and the second electric motor. When the first generator cannot supply power to the first electric motor but the second generator can supply power to the second electric motor, the electric motor control unit reduces the thrust generated by the first electric motor driving the rotor, thereby reducing the power consumption of the first electric motor, and increases the thrust generated by the second electric motor driving the rotor. This allows the operating time of the first electric motor to be extended, and thus the flight time of the aircraft to be extended.

[0090] In the aircraft control system described above, each of the first electric motor and the second electric motor drives a horizontal rotor (22C) that generates thrust in the horizontal direction. When the first generator cannot supply power to the first electric motor, but the second generator can supply power to the second electric motor, the electric motor control unit may reduce the sum of the thrust generated by the first electric motor driving the horizontal rotor and the thrust generated by the second electric motor driving the horizontal rotor compared to when the first generator can supply power to the first electric motor and the second generator can supply power to the second electric motor. This increases the operating time of the first electric motor and thus the flight time of the aircraft.

[0091] In the aircraft control device described above, the number of rotors arranged on one side of the aircraft's center in the left-right direction is equal to the number of rotors arranged on the other side, and of the rotors arranged on one side, the number of rotors driven by the first electric motor is equal to the number of rotors driven by the second electric motor, and of the rotors arranged on the other side, the number of rotors driven by the first electric motor is equal to the number of rotors driven by the second electric motor. This allows the aircraft's attitude to be stabilized.

[0092] In the aircraft control system described above, each of the rotors may be a vertical rotor (18V) that generates thrust in the vertical direction, or a horizontal rotor that generates thrust in the horizontal direction. This allows the vertical rotor or horizontal rotor to be driven for a longer period of time, thereby increasing the flight duration of the aircraft. [Explanation of Symbols]

[0093] 10...Aircraft 12...Aircraft body 18V…VTOL rotor (rotor, vertical rotor) 20V…VTOL electric motor (1st electric motor, 2nd electric motor) 22C...Cruise rotor (rotor, horizontal rotor) 24C…Cruise electric motor (1st electric motor, 2nd electric motor) 46... Generator 50...Battery (1st battery, 2nd battery) 80... Flight controller (control unit) 90... Electric motor control unit

Claims

1. One or more first generators that generate electricity, One or more first batteries for storing electricity, One or more first electric motors that operate using power supplied from the first generator and the first battery, One or more second generators that generate electricity, One or more second batteries for storing electricity, One or more second electric motors that operate using power supplied from the second generator and the second battery, The aircraft has multiple rotors that generate thrust, A control device for an aircraft having, It has an electric motor control unit that controls the first electric motor and the second electric motor, Each of the rotors is driven by either the first electric motor or the second electric motor, or by both the first electric motor and the second electric motor. The electric motor control unit is When the first generator cannot supply power to the first electric motor, but the second generator can supply power to the second electric motor, The first electric motor is driven by power supplied from the first battery, and the second electric motor is driven by power supplied from the second generator and the second battery. In a state where power can be supplied from the first generator to the first electric motor, compared to a state where power can be supplied from the second generator to the second electric motor, An aircraft control device that reduces the thrust generated by the first electric motor driving the rotor, thereby reducing the power consumption of the first electric motor, and increases the thrust generated by the second electric motor driving the rotor.

2. In the aircraft control device according to claim 1, Each of the first electric motor and the second electric motor drives a horizontal rotor that generates thrust in the horizontal direction. The electric motor control unit is When the first generator cannot supply power to the first electric motor, but the second generator can supply power to the second electric motor, In a state where power can be supplied from the first generator to the first electric motor, compared to a state where power can be supplied from the second generator to the second electric motor, An aircraft control device that reduces the sum of the thrust generated by the first electric motor driving the horizontal rotor and the thrust generated by the second electric motor driving the horizontal rotor.

3. In the aircraft control device according to claim 1 or 2, With respect to the center of the aircraft in the left-right direction, the number of rotors positioned on one side and the number of rotors positioned on the other side are the same. Of the rotors arranged on one side, the number of rotors driven by the first electric motor and the number of rotors driven by the second electric motor are the same. An aircraft control device in which, among the rotors arranged on the other side, the number of rotors driven by the first electric motor is equal to the number of rotors driven by the second electric motor.

4. In the aircraft control device according to any one of claims 1 to 3, An aircraft control device, wherein each of the rotors is either a vertical rotor that generates thrust in the vertical direction, or a horizontal rotor that generates thrust in the horizontal direction.

Images