Motor testing method, motor manufacturing method, test control device, and test control program

Abstract

This test control device performs a test control process for testing a motor. The test control device performs early mode processing in step S502. In the early mode processing, driving of the motor is started in an early period in which the takeoff of an eVTOL is simulated. The test control device performs middle mode processing in step S503. In the middle mode processing, the driving of the motor is stopped in a middle period in which the cruise of the eVTOL is simulated. The test control device performs latter mode processing in step S504. In the latter mode processing, the motor is driven in a latter period in which the landing of the eVTOL is simulated. The test control device acquires various kinds of measurement values in each of the early mode processing, the middle mode processing, and the latter mode processing.

Description

Motor Testing Method, Motor Manufacturing Method, Test Control Device, and Test Control Program Cross-Reference to Related Applications

[0001] This application is based on Japanese Patent Application No. 2025-056666 filed with Japan on March 28, 2025, and the entire content of the base application is incorporated herein by reference.

[0002] The disclosure in the present specification relates to a motor testing method, a motor manufacturing method, a test control device, and a test control program.

[0003] Patent Document 1 describes an electric flying vehicle. This flying vehicle is equipped with a plurality of EPUs for propelling the flying vehicle. The EPU includes a motor, and rotates the propeller of the flying vehicle by driving the motor. Electric power is supplied to the EPU from a battery.

[0004] Japanese Unexamined Patent Publication No. 2023-80614

[0005] After the flying vehicle takes off, some of the plurality of EPUs may be stopped when level flight starts. It is considered that the temperature of the stopped EPU decreases during level flight. If the stopped EPU is re-driven when the flying vehicle starts landing after level flight, it is conceivable that the output of the EPU may be insufficient due to the low temperature of the EPU. That is, the output of the motor may decrease. In this case, information related to motor driving is required, such as how the output of a motor that is re-driven after being stopped decreases.

[0006] One object of the present disclosure is to provide a motor testing method, a motor manufacturing method, a test control device, and a test control program capable of obtaining highly accurate information regarding motor driving.

[0007] The plurality of aspects disclosed in the present specification adopt technical means different from each other to achieve the respective objects. In addition, reference numerals in parentheses described in the claims and this paragraph are examples showing the correspondence with specific means described in the embodiments described later as one aspect, and do not limit the technical scope.

[0008] To achieve the above objective, the disclosed embodiment is a test method for testing the driving state of a motor, comprising: an initial step of driving the motor during an initial period; an intermediate step of stopping the motor's operation during an intermediate period after the initial period; a final step of driving the motor during a final period after the intermediate period; an environmental step of adjusting the environment of a test space in which the motor is installed during each of the initial, intermediate, and final periods; and a measurement step of measuring the state of the motor during each of the initial, intermediate, and final periods.

[0009] According to the motor test method described above, the motor's condition is measured during the initial, middle, and final periods. Therefore, after the motor's temperature rises during operation in the initial period, and then decreases after operation is stopped during the middle period, the motor's condition can be measured again during the final period. Furthermore, the test environment is adjusted during each of the initial, middle, and final periods. This allows for a simulated reproduction of the movement of a mobile object equipped with the motor during the initial, middle, and final periods, and enables measurement of the motor's condition. Consequently, highly accurate information regarding motor operation can be obtained.

[0010] The disclosed embodiment is a manufacturing method for a motor, comprising: an initial step of driving the motor during an initial period; an intermediate step of stopping the motor's operation during an intermediate period after the initial period; a final step of driving the motor during a final period after the intermediate period; an environmental step of adjusting the environment of a test space in which the motor is installed during each of the initial, intermediate, and final periods; and a measurement step of measuring the state of the motor during each of the initial, intermediate, and final periods.

[0011] According to the above motor manufacturing method, highly accurate information regarding the motor's operation can be obtained, similar to the above motor testing method.

[0012] The disclosed embodiment is a test control device for controlling a test apparatus for testing the driving state of a motor, comprising: an early period unit for driving the motor during an early period; an intermediate period unit for stopping the motor's operation after the early period and during an intermediate period; a late period unit for driving the motor after the intermediate period and during a late period; an environmental unit for adjusting the environment of a test space in which the motor is installed during each of the early, intermediate, and late periods; and a measuring unit for measuring the state of the motor during each of the early, intermediate, and late periods.

[0013] According to the above-described test control device, highly accurate information regarding the motor's operation can be obtained, similar to the motor test method described above.

[0014] The disclosed embodiment is a test control program used in a test apparatus for testing the driving state of a motor, which causes at least one processing unit to execute: an early section for driving the motor during an early period; an intermediate section for stopping the motor's operation during an intermediate period after the early period; a late section for driving the motor during a late period after the intermediate period; an environmental section for adjusting the environment of a test space where the motor is installed during each of the early, intermediate, and late periods; and a measurement section for measuring the state of the motor during each of the early, intermediate, and late periods.

[0015] According to the above test control program, highly accurate information regarding the motor's operation can be obtained, similar to the motor test method described above.

[0016] A diagram showing the configuration of the eVTOL in the first embodiment. A block diagram showing the electrical configuration of the propulsion system. A diagram showing the circuit configuration of the inverter device. A flowchart showing the procedure for flight control processing. A flowchart showing the procedure for landing-related processing. A flowchart showing the procedure for setting the pre-drive time. A flowchart showing the procedure for setting the pre-drive current. A diagram for explaining the temperature change of the EPU. A diagram showing the configuration of the test apparatus. A flowchart showing the procedure for test control processing. A flowchart showing the procedure for early mode processing. A flowchart showing the procedure for mid-mode processing. A flowchart showing the procedure for pre-mode processing. A flowchart showing the procedure for late mode processing. A diagram for explaining the measured values ​​of a test in which the motor is pre-driven. A diagram for explaining the measured values ​​of a test in which the motor is not pre-driven. A diagram showing the configuration of the test apparatus in the second embodiment.

[0017] Several embodiments for implementing this disclosure are described below with reference to the drawings. In each embodiment, parts corresponding to matters described in a preceding embodiment are denoted by the same reference numerals, and redundant explanations may be omitted. If only a part of the configuration is described in each embodiment, other parts of the configuration can be applied to other embodiments described in advance. Not only are combinations of parts that are explicitly shown to be combinable in each embodiment possible, but embodiments can also be partially combined even if not explicitly shown, as long as there are no particular problems with the combination.

[0018] <First Embodiment> The propulsion system 30 shown in Figure 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 vertical take-off and landing aircraft that is capable of vertical take-off and landing. eVTOL is an abbreviation for electric Vertical Take-Off and Landing aircraft. The eVTOL 10 is an electric flying vehicle that flies in the atmosphere and is sometimes referred to as an electric flying vehicle. The eVTOL 10 is also an electric aircraft and is sometimes referred to as an electric aircraft. The eVTOL 10 is a manned flying vehicle that carries a crew. The crew of the eVTOL 10 includes a pilot as the operator or driver. The propulsion system 30 is a system that drives the eVTOL 10 to propel it. The propulsion system 30 is sometimes referred to as a flight system.

[0019] The eVTOL 10 has an airframe 11 and a propeller 20. The airframe 11 has a fuselage body 12 and wings 13. The fuselage body 12 is the body of the airframe 11 and has a shape that extends, for example, forward and backward. The fuselage body 12 has a crew compartment 14 for the crew. The wings 13 extend from the fuselage body 12 and are provided in multiples on the fuselage body 12. The wings 13 are fixed wings. The multiple wings 13 include main wings, tail wings, etc.

[0020] The eVTOL 10 has an aircraft cabin. The aircraft cabin is located inside the eVTOL 10. For example, the aircraft cabin is the internal space of the aircraft body 12 and is formed by the aircraft body 12. The aircraft cabin may include a crew compartment 14 or a cargo compartment. The crew compartment 14 may include a passenger cabin or a pilot's cabin. The crew compartment 14 is equipped with seats for the crew to sit in. The crew compartment 14 does not have to be occupied by crew, and may contain cargo.

[0021] Multiple propellers 20 are provided on the airframe 11. The eVTOL 10 is a multicopter having at least three propellers 20. For example, at least six propellers 20 are provided on the airframe 11. The propellers 20 are provided on the airframe body 12 and the wings 13, respectively. The propellers 20 rotate around their propeller axis. The propeller axis is, for example, the center line of the propeller 20. The propellers 20 can generate thrust and lift in the eVTOL 10. The propellers 20 are sometimes referred to as rotors or rotor blades.

[0022] The eVTOL10 has multiple propellers 20, which makes it easier to maintain aircraft balance. In the eVTOL10, even if the propeller output of one propeller 20 unintentionally decreases, the remaining propellers 20 can continue flight. Propeller output includes the rotational speed and torque of the propellers 20.

[0023] The propeller 20 has blades, a boss, and a propeller shaft. Multiple blades are arranged in the circumferential direction of the propeller axis. The boss connects the multiple blades. The propeller shaft is the axis of rotation of the propeller 20 and extends from the boss along the propeller axis.

[0024] The flight modes of the eVTOL10 include vertical takeoff, vertical landing, cruise, and hovering. Flight modes are sometimes referred to as flight patterns. In vertical takeoff, the eVTOL10 can take off without taxiing. In vertical takeoff, the eVTOL10 may ascend vertically or diagonally upwards. In vertical landing, the eVTOL10 can land without taxiing. In vertical landing, the eVTOL10 may descend vertically or diagonally downwards.

[0025] Cruise is sometimes referred to as horizontal flight. In cruise, the eVTOL 10 may fly horizontally without moving vertically, or it may fly horizontally while moving vertically. Hovering is sometimes referred to as stationary flight. In hovering, the eVTOL 10 may fly as if it were stationary in a predetermined position in the air, or the eVTOL 10 may deviate vertically or horizontally from its predetermined position.

[0026] Furthermore, the eVTOL10's flight modes include lift. In lift mode, the eVTOL10 moves vertically. As a lift, the eVTOL10 may ascend diagonally upwards or descend diagonally downwards. The eVTOL10 takes off vertically by lifting upwards. The eVTOL10 lands vertically by lifting downwards.

[0027] The multiple propellers 20 include lift propellers 21 and cruise propellers 22. The lift propellers 21 are propellers 20 for lifting the eVTOL 10. The lift propellers 21 enable the eVTOL 10 to take off vertically, land vertically, and hover. The lift propellers 21 are sometimes referred to as hover propellers. The cruise propellers 22 are propellers 20 for cruising the eVTOL 10.

[0028] The eVTOL 10 may also be a tiltrotor aircraft. In a tiltrotor aircraft, the tilt angle of the propeller 20 is adjustable. In a tiltrotor aircraft, one propeller 20 can function as both a lift propeller and a cruise propeller.

[0029] The eVTOL 10 includes a battery 31, a flight control device 40, and an EPU 50. The battery 31, the flight control device 40, and the EPU 50 are included in the propulsion system 30. The propulsion system 30 only needs to include at least the flight control device 40 and the EPU 50. The flight control device 40 is sometimes referred to as a flight controller.

[0030] The EPU 50 is a device that drives the propeller 20 to rotate, and is equivalent to a drive unit. EPU is an abbreviation for Electric Propulsion Unit. The EPU 50 is sometimes referred to as an electric drive unit or electric drive system. An EPU 50 is provided individually for each of the multiple propellers 20. The EPU 50s are arranged along the propeller axis on the propeller 20. All of the multiple EPU 50s are fixed to the aircraft body 11. The EPU 50 rotatably supports the propeller 20. The EPU 50 is connected to the propeller 20. The propeller 20 is fixed to the aircraft body 11 via the EPU 50.

[0031] Multiple EPUs 50 include lift EPUs 51 and cruise EPUs 52. For example, multiple lift EPUs 51 and multiple cruise EPUs 52 are installed in the eVTOL 10. The lift EPU 51 is an EPU 50 for driving and rotating the lift propeller 21. The lift EPU 51 is provided in relation to the lift propeller 21. The lift EPU 51 corresponds to the landing gear. The lift EPU 51 is sometimes referred to as the hover EPU. The cruise EPU 52 is an EPU 50 for driving and rotating the cruise propeller 22. The cruise EPU 52 is provided in relation to the cruise propeller 22. The cruise EPU 52 corresponds to the flight gear.

[0032] The EPU 50 is a propulsion system for propelling the eVTOL 10. The EPU 50 propels the eVTOL 10 by rotating the propeller 20. The eVTOL 10 flies by being propelled by the EPU 50. The eVTOL 10 is also a mobile object that moves using the EPU 50. The propulsion system may include the propeller 20.

[0033] As shown in Figure 2, the EPU 50 has a motor unit 60 and an inverter unit 80. The motor unit 60 has a motor 61 and a motor housing 70. The motor housing 70 is a casing that houses the motor 61. The motor 61 is a multi-phase AC motor. The motor 61 is a multi-phase AC rotating electric machine. The motor 61 is the flight drive source for the eVTOL 10 and functions as an electric motor. The motor 61 is a motor generator. The motor 61 functions as a generator during regeneration. For example, a brushless motor is used as the motor 61.

[0034] Motor 61 enables the eVTOL 10 to fly by driving and rotating the propeller 20. Motor 61 is a flight motor for flying the eVTOL 10. Motor 61 drives and rotates the propeller 20 by being powered by battery power. Battery power is the power supplied to motor 61 from battery 31. In this embodiment, the powering of motor 61 is sometimes simply referred to as driving motor 61. Motor 61 generates regenerative power when the propeller 20 rotates due to external forces such as wind during flight. Regenerative power is the power generated by the regeneration of motor 61.

[0035] The motor 61 has a stator 62 and a rotor 63. The motor 61 has a stator 62. The stator 62 is a stator and is fixed to the motor housing 70. The rotor 63 rotates relative to the stator 62. The rotation of the rotor 63 is sometimes referred to as the rotation of the motor 61. The motor 61 is, for example, a radial gap type motor. In the motor 61, the stator 62 and the rotor 63 are arranged radially in the motor 61. The motor 61 has a motor shaft that rotates together with the rotor 63. The motor shaft is rotatably supported by the motor housing 70 or the like.

[0036] The motor 61 is driven by power supplied to the stator 62. The stator 62 has coils 62a (see Figure 3). Coils 62a are provided for each of the multiple phases. The coils 62a form the armature. When power is supplied to the stator 62, current flows through the coils 62a, causing the rotor 63 to rotate. The rotor 63 is formed by including multiple magnets, such as permanent magnets. The magnets form the magnetic field.

[0037] The inverter device 80 drives the motor device 60 by supplying power to it. The inverter device 80 is a drive unit for driving the motor 61 and corresponds to the motor drive unit. The inverter device 80 has an inverter circuit 85 and an inverter housing 90. The inverter circuit 85 converts the power supplied from the battery 31 to the motor 61. DC power is supplied to the inverter circuit 85 from the battery 31. The inverter circuit 85 converts the DC power to AC power and supplies the AC power to the motor 61. The inverter circuit 85 is sometimes referred to as an inverter or power conversion unit. The inverter circuit 85 performs power conversion for each of the multiple phases. The motor 61 is driven according to the voltage and current supplied from the inverter circuit 85. The inverter housing 90 is an enclosure that houses the inverter circuit 85 and the inverter control unit 81, which will be described later.

[0038] The battery 31 supplies power to the EPU 50. For example, the battery 31 supplies power to the motor unit 60 via the inverter device 80. The battery 31 is connected to the motor 61 via the inverter circuit 85 so that it can be energized. The battery 31 has a rechargeable secondary battery. This secondary battery may be a lithium-ion battery or a nickel-metal hydride battery. The battery 31 is an energy storage device capable of storing electricity. The battery 31 is sometimes referred to as a power supply unit. In addition to or instead of the battery 31, a fuel cell or a generator may be used as the power supply unit.

[0039] The inverter device 80 has an inverter control unit 81. The inverter control unit 81 performs motor control via an inverter circuit 85. Motor control is the control for driving the motor 61. The inverter control unit 81 also performs propulsion control. Propulsion control is the control for driving the EPU 50. Propulsion control includes motor control. Propulsion control is also the control for controlling the EPU 50 and is sometimes referred to as EPU control.

[0040] The inverter control unit 81 has, for example, an ECU. ECU is an abbreviation for Electronic Control Unit. The inverter control unit 81 has a processor 82, a memory 83, and a program 84. The inverter control unit 81 is mainly composed of a computer. This computer has a processor 82, a memory 83, an input / output interface, a bus connecting these, etc. The memory 83 stores the program 84. The program 84 is a program for performing propulsion control. Program 84 corresponds to the propulsion control program.

[0041] The processor 82 is hardware for arithmetic processing coupled to the memory 83. The processor 82 performs various processes by accessing the memory 83. The memory 83 is a storage medium that stores control programs and the like. For example, the memory 83 is a non-transitory tangible storage medium that non-temporarily stores computer-readable programs and data. A non-transitory tangible storage medium is a semiconductor memory or magnetic disk, etc. The program 84 contains computer-readable instructions that cause the processor 82 to perform various functions. The processor 82 is a processing unit that performs predetermined processes by executing the instructions contained in the program 84.

[0042] The inverter control unit 81 performs motor control in accordance with a required output. The required output is a motor output required from the inverter control unit 81. Examples of the required output include a required torque demanded for output torque. The required output is included in command signals and the like output by the flight control device 40 to the inverter control unit 81. The inverter control unit 81 adjusts the motor output in accordance with the required output. The required output and required torque may sometimes be referred to as target output and target torque. Note that as the motor output, any of torque, current, voltage, motor rotation speed and the like may be used.

[0043] The inverter control unit 81 performs motor control using command signals from the flight control device 40, detection signals from various sensors, and the like. The various sensors are communicably connected to the inverter control unit 81. The various sensors output detection signals to the inverter control unit 81. Examples of the various sensors include a motor sensor, an inverter sensor, a battery sensor, and the like. The motor sensor detects information of the motor device 60. The inverter sensor detects information of the inverter device 80. The battery sensor detects information of the battery 31.

[0044] Examples of the motor sensor include a motor temperature sensor 67 and the like. The motor temperature sensor 67 detects the temperature of the motor 61. For example, the motor temperature sensor 67 detects the temperature of the coil 62a. The motor temperature sensor 67 detects the temperature of the coil 62a. The motor temperature sensor 67 outputs a detection signal corresponding to the temperature of the coil 62a. The motor temperature sensor 67 is provided for the motor 61 by being attached to the coil 62a or the motor housing 70. The motor temperature sensor 67 corresponds to a temperature detection unit. Note that the motor temperature sensor 67 may detect the temperature of the stator 62, or may detect the temperature of the rotor 63.

[0045] Examples of inverter sensors include a current sensor 88, a voltage sensor 89, and the like. The current sensor 88 and the voltage sensor 89 are provided in the inverter device 80. The current sensor 88 detects a motor current flowing through the motor 61. The motor current is a current flowing through the coil 62a. The current sensor 88 outputs a detection signal corresponding to the motor current. The voltage sensor 89 detects a motor voltage generated in the motor 61. The motor voltage is the voltage of the coil 62a. The voltage sensor 89 outputs a detection signal corresponding to the motor voltage. The voltage sensor 89 detects interphase voltages of a plurality of phases in the motor 61.

[0046] A battery sensor 31a included in the various sensors is provided on the battery 31. The battery sensor 31a has a plurality of sensors. The plurality of sensors may be integrated with each other, or may be provided independently of each other. For example, the battery sensor 31a includes a battery temperature sensor, a battery voltage sensor, a battery current sensor, and the like.

[0047] The battery temperature sensor detects the temperature of the battery 31. The battery temperature sensor outputs a detection signal corresponding to the temperature of the battery 31. The battery voltage sensor detects a battery voltage. The battery voltage is an output voltage of the battery 31. The battery voltage sensor outputs a detection signal corresponding to the battery voltage. The battery current sensor detects a battery current. The battery current is an output current of the battery 31. The battery current sensor outputs a detection signal corresponding to the battery current.

[0048] The various sensors include an outside air temperature sensor 35. The outside air temperature sensor 35 detects an outside air temperature. The outside air temperature sensor 35 outputs a detection signal corresponding to the outside air temperature. The outside air temperature sensor 35 is provided on the vehicle body 11. The outside air temperature sensor 35 is provided at a position sufficiently separated from the EPU 50 and the battery 31.

[0049] The flight control device 40 is connected to the inverter control unit 81 in a communicative manner. The flight control device 40 and the inverter control unit 81 may also be able to communicate wirelessly. The flight control device 40 performs overall control to coordinate the driving of multiple EPUs 50. In overall control, the propulsion control performed by each of the multiple inverter control units 81 is coordinated. The flight control device 40 performs flight control. Flight control is the control for making the eVTOL 10 fly. As part of flight control, the flight control device 40 controls the propulsion system 30 and the EPUs 50. Flight control is also the control for propelling the eVTOL 10, and is sometimes referred to as propulsion control. The flight control device 40 corresponds to the propulsion control device.

[0050] The flight control device 40 has, for example, an ECU. The flight control device 40 has a processor 42, memory 43, and program 44. The flight control device 40 is mainly composed of a computer. This computer has a processor 42, memory 43, input / output interface, bus connecting these, etc. The memory 43 stores the program 44. The program 44 is a program for performing flight control.

[0051] The processor 42 is hardware for arithmetic processing coupled to the memory 43. The processor 42 performs various processes by accessing the memory 43. The memory 43 is a storage medium that stores control programs and the like. For example, the memory 43 is a non-transitional, substantial storage medium that non-temporarily stores computer-readable programs and data. The program 44 contains computer-readable instructions that cause the processor 42 to perform various functions. The processor 42 is a processing unit that performs predetermined processes by executing the instructions contained in the program 44.

[0052] The flight control device 40 outputs information necessary for propulsion control to the inverter control unit 81. The flight control device 40 is a higher-level ECU for the inverter control unit 81. The flight control device 40 individually controls multiple EPUs 50 according to the flight mode of the eVTOL 10. The flight control device 40 can individually adjust the output of each EPU 50. For example, the flight control device 40 outputs a request output to each of the multiple EPUs 50. The request output is the output requested from the EPU 50. Examples of request outputs include the requested torque for the motor 61. Note that torque, current, voltage, motor speed, etc., may also be used as the request output.

[0053] The flight control device 40 performs flight control according to the flight status of the eVTOL 10 and detection signals from various sensors. The flight status of the eVTOL 10 includes the flight mode and the flight attitude of the eVTOL 10. Various sensors are connected to the flight control device 40 in a communication manner.

[0054] In Figure 2, the motor unit 60 is denoted as MOT, the stator 62 as STA, and the rotor 63 as ROT. The inverter unit 80 is denoted as MCU, the inverter circuit 85 as INV, and the inverter control unit 81 as ICD. The processor 82 is denoted as PRO, the memory 83 as MEM, and the program 84 as PG. The flight control device 40 is denoted as FCD, the processor 42 as PRO, the memory 43 as MEM, and the program 44 as PG. The battery 31 is denoted as BAT.

[0055] As shown in Figure 3, the propulsion system 30 has a P line 91, an N line 92, and an output line 93. The P line 91 and the N line 92 are energetically connected to the battery 31 and the inverter circuit 85. The P line 91 and the N line 92 are formed by busbars, electrical wiring, etc. At least a portion of the P line 91 and at least a portion of the N line 92 are included in the EPU 50. Figure 3 shows a circuit in which one inverter device 80 is connected to a three-phase coil 62a.

[0056] The P line 91 is electrically connected to the positive electrode of the battery 31. The N line 92 is electrically connected to the negative electrode of the battery 31. In the battery 31, the positive electrode is the electrode on the high potential side, and the negative electrode is the electrode on the low potential side. The P line 91 and the N line 92 are power lines for supplying power from the battery 31 to the inverter circuit 85. The P line 91 is the power line on the high potential side and is sometimes referred to as the high potential line. The N line 92 is the power line on the low potential side and is sometimes referred to as the low potential line.

[0057] The output line 93 is a power line for supplying power from the inverter circuit 85 to the motor 61. The output line 93 connects the motor 61 and the inverter circuit 85 in a conduction manner. For example, the output line 93 is conductionally connected to the stator 62. The output line 93 is formed by busbars, electrical wiring, etc. At least a portion of the output line 93 is included in the EPU 50.

[0058] The inverter device 80 has a smoothing capacitor 94. The smoothing capacitor 94 is a capacitor that smooths the DC voltage supplied from the battery 31. The smoothing capacitor 94 is connected to the P line 91 and the N line 92 between the battery 31 and the inverter circuit 85. The smoothing capacitor 94 is connected in parallel to the inverter circuit 85.

[0059] The inverter circuit 85 is a power conversion circuit, for example, a DC-AC conversion circuit. The inverter circuit 85 has multiple phase upper and lower arm circuits 95. For example, the inverter circuit 85 has upper and lower arm circuits 95 for each of the U phase, V phase, and W phase. The upper and lower arm circuits 95 have an upper arm switch 96 and a lower arm switch 97. The arm switches 96 and 97 are connected in series with the battery 31. The upper arm switch 96 is connected to the P line 91 so as to be energized. The lower arm switch 97 is connected to the N line 92 so as to be energized.

[0060] The arm switches 96 and 97 are formed from semiconductor switches, etc. Semiconductor switches are switches that do not have mechanical contacts. The arm switches 96 and 97 are transistors such as MOSFETs and IGBTs. MOSFET is an abbreviation for Metal-Oxide-Semiconductor Field-Effect Transistor. IGBT is an abbreviation for Insulated Gate Bipolar Transistor. The arm switches 96 and 97 are switching elements and can convert power by switching. Switching elements are semiconductor elements such as power elements. The arm switches 96 and 97 are conversion switches for converting power. The arm switches 96 and 97 can transition between an energized state where power can be supplied and an interrupted state where power is cut off.

[0061] The upper and lower arm circuit 95 has an upper arm diode 96a and a lower arm diode 97a. The arm diodes 96a and 97a are freewheeling diodes and are connected in reverse parallel to the arm switches 96 and 97. The arm diodes 96a and 97a may be parasitic diodes of the arm switches 96 and 97, or they may be diodes provided separately from the parasitic diodes. The upper arm diode 96a is connected in reverse parallel to the upper arm switch 96. The lower arm diode 97a is connected in reverse parallel to the lower arm switch 97.

[0062] The output line 93 is connected to the upper and lower arm circuit 95 so that power can be supplied to each of the multiple phases. The output line 93 is connected between the upper arm switch 96 and the lower arm switch 97. Multiple output lines 93 are connected to the motor 61.

[0063] The inverter control unit 81 is formed by a control circuit and the like. The control circuit is provided on a control board. The control board is sometimes referred to as a control board. The inverter device 80 has a drive circuit (not shown). The drive circuit drives the arm switches 96 and 97 in response to command signals from the inverter control unit 81. For example, the drive circuit can apply a drive voltage to the gate terminals of the arm switches 96 and 97. The drive circuit is sometimes referred to as a gate drive circuit. The drive circuit is provided on a drive board. The drive board is sometimes referred to as a drive board or gate drive board.

[0064] The propulsion system 30 has a power switch 86. The power switch 86 is a switch such as an SMR. SMR is an abbreviation for System Main Relay. The power switch 86 is formed by including a mechanical switch or mechanical relay having mechanical contacts. The power switch 86 can switch between an energized state and an disconnected state. The energized state of the power switch 86 is sometimes referred to as the closed state, and the disconnected state is sometimes referred to as the open state. The power switch 86 is provided between the battery 31 and the inverter circuit 85 in both the P line 91 and the N line 92.

[0065] The flight control device 40 performs flight control processing. The flight control processing will be explained with reference to the flowchart in Figure 4. The flight control device 40 repeatedly executes the flight control processing at a predetermined control cycle. The flight control device 40 has the function of executing the processing at each step of the flight control processing. The control method executed by the flight control processing corresponds to the propulsion control method.

[0066] In step S101 shown in Figure 4, the flight control device 40 determines whether or not to allow the eVTOL 10 to take off. It determines whether or not a takeoff start request has been received to initiate the takeoff mode of the eVTOL 10. A takeoff start request is input to the flight control device 40 when an operation to initiate the takeoff of the eVTOL 10 is performed by a pilot or the like. If the eVTOL 10 is to take off, the flight control device 40 proceeds to step S102.

[0067] In step S102, the flight control device 40 sets the flight mode of the eVTOL 10 to takeoff mode. Takeoff mode is a flight mode for taking off the eVTOL 10. In takeoff mode, the flight control device 40 drives the lift EPU 51 to lift the eVTOL 10 upward. In takeoff mode, the lift EPU 51 is driven in a manner that allows the eVTOL 10 to take off. For example, in takeoff mode, the lift EPU 51 is controlled by the flight control device 40 and the inverter control unit 81 so that the motor voltage and motor current are values ​​necessary for the eVTOL 10 to take off. In takeoff mode, the cruise EPU 52 may be driven, or the cruise EPU 52 may be deactivated.

[0068] In step S103, the flight control device 40 determines whether or not to allow the eVTOL 10 to cruise. It determines whether or not a cruise start request has been received to initiate cruise mode for the eVTOL 10. A cruise start request is input to the flight control device 40 when an operation to initiate cruise mode for the eVTOL 10 is performed by a pilot or the like. If the eVTOL 10 is to cruise, the flight control device 40 proceeds to step S104.

[0069] In step S104, the flight control device 40 sets the flight mode of the eVTOL 10 to cruise mode. Cruise mode is a flight mode for cruising the eVTOL 10. In cruise mode, the flight control device 40 drives the cruise EPU 52 and stops driving the lift EPU 51 to cruise the eVTOL 10. In cruise mode, the cruise EPU 52 is driven in a manner that allows the eVTOL 10 to cruise. For example, in cruise mode, the cruise EPU 52 is controlled by the flight control device 40 and the inverter control unit 81 so that the motor voltage and motor current become values ​​necessary for cruising the eVTOL 10. The function in the flight control device 40 that executes the process in step S104 corresponds to the horizontal flight unit. In cruise mode, some of the lift EPUs 51 may be driven.

[0070] The flight control device 40 also sets the drive mode of the EPU 50 to cruise mode. In cruise mode, the EPU 50 is driven so that the eVTOL 10 can cruise. For example, in the drive mode of the EPU 50, the EPU 50 is controlled by the inverter control unit 81 and the flight control device 40 so that the motor voltage and motor current are values ​​required for the eVTOL 10 to cruise.

[0071] In step S105, the flight control device 40 sets the destination for the eVTOL 10. The destination is the planned landing location for the eVTOL 10. If a destination has already been set, the flight control device 40 acquires the destination using eVTOL information, etc. eVTOL information is information indicating the status of the eVTOL 10. eVTOL information includes information indicating the flight status of the eVTOL 10, information indicating the position of the eVTOL 10, and information indicating the status of the EPU 50.

[0072] In step S106, the flight control device 40 acquires the current position of the eVTOL 10 using eVTOL information, etc. In step S107, the flight control device 40 acquires the battery status. For example, the flight control device 40 detects the battery status using the detection signal from the battery sensor 31a.

[0073] Battery status includes battery charge Eb, battery temperature Tb, and battery voltage Vb. Battery charge Eb is a value indicating the remaining power in battery 31. Battery charge Eb is sometimes referred to as the amount of charge stored in battery 31. The flight control device 40 detects battery charge Eb using detection signals from a battery voltage sensor or battery current sensor. Battery temperature Tb is the temperature of battery 31. The flight control device 40 detects battery temperature Tb using detection signals from a battery temperature sensor or the like. Battery voltage Vb is the voltage that battery 31 outputs to the EPU 50. The flight control device 40 detects battery voltage Vb using detection signals from a battery voltage sensor or the like.

[0074] In step S108, the flight control device 40 acquires the motor temperature Tm. For example, the flight control device 40 detects the motor temperature Tm using the detection signal from the motor temperature sensor 67. The motor temperature Tm is a value that indicates the temperature of the motor device 60 or the motor 61. For example, the motor temperature Tm is a value that indicates the temperature of the coil 62a. The motor temperature Tm is also a value that indicates the temperature of the EPU 50. Note that the inverter temperature may be used as the temperature of the EPU 50. The inverter temperature is a value that indicates the temperature of the inverter device 80 or the inverter circuit 85.

[0075] The flight control device 40 may acquire motor status. Motor status includes motor temperature Tm, motor current, and motor voltage. The flight control device 40 detects motor current using the detection signal from the current sensor 88. The flight control device 40 detects motor voltage using the detection signal from the voltage sensor 89.

[0076] In step S109, the flight control device 40 acquires the outside air temperature Tout. For example, the flight control device 40 detects the outside air temperature sensor 35 using the detection signal from the outside air temperature sensor 35. The flight control device 40 may also acquire the outside air temperature Tout using eVTOL information.

[0077] In step S110, the flight control device 40 sets the pre-drive start time BP for the lift EPU 51. Pre-drive is the operation of the lift EPU 51 while the eVTOL 10 is cruising, at a time earlier than the scheduled start time for the eVTOL 10's landing. Pre-drive is sometimes referred to as pre-drive or warm-up. The scheduled start time for landing is the scheduled time when the eVTOL 10 is expected to reach the airspace above the destination. For example, the scheduled start time for landing is the timing when the eVTOL 10 begins its landing. The pre-drive start time BP is the timing when the pre-drive is started. The flight control device 40 sets the pre-drive start time BP using information about the destination, current position, and eVTOL information. For example, the flight control device 40 sets the pre-drive start time BP to a time a few minutes or a few tens of minutes before the scheduled time when the eVTOL 10 is expected to arrive above the destination.

[0078] In step S111, the flight control device 40 performs landing-related processing. The landing-related processing will be explained with reference to the flowchart shown in Figure 5. In step S201 of the landing-related processing, the flight control device 40 determines whether it is currently the pre-drive start time BP. If it is currently the pre-drive start time BP, the flight control device 40 proceeds to step S202.

[0079] In step S202, the flight control device 40 determines whether the motor temperature Tm is lower than the first temperature threshold JTm1. The first temperature threshold JTm1 is a value predetermined by testing or the like and stored in memory 43 or the like. The first temperature threshold JTm1 is a value that indicates that the output of the lift EPU 51 is sufficient for the landing of the eVTOL 10, assuming that the lift EPU 51 is driven for the landing of the eVTOL 10. For example, the first temperature threshold JTm1 is set to the lower limit of the allowable range for the motor temperature Tm. The first temperature threshold JTm1 corresponds to a pre-set threshold. The output of the lift EPU 51 is the motor output.

[0080] The first temperature threshold JTm1 is a value that indicates that, at the pre-drive start time BP, prior to the start of driving the lift EPU 51 for the landing of the eVTOL 10, the output of the lift EPU 51 at the scheduled start of landing will be insufficient to land the eVTOL 10. For example, the lower the motor temperature Tm at the pre-drive start time BP, the lower the motor temperature Tm at the scheduled start of landing is expected to be. Therefore, if the motor temperature Tm is lower than the first temperature threshold JTm1, it is highly likely that the motor temperature Tm at the scheduled start of landing will be so low that the output of the lift EPU 51 will be insufficient for the landing of the eVTOL 10. Accordingly, if the motor temperature Tm is lower than the first temperature threshold JTm1, it is preferable to perform pre-drive to raise the motor temperature Tm so that the output of the lift EPU 51 is not insufficient for the landing of the eVTOL 10.

[0081] If the motor temperature Tm is lower than the first temperature threshold JTm1, the flight control device 40 proceeds to step S203. In step S203, the flight control device 40 determines whether or not to perform pre-drive of the lift EPU 51. If performing pre-drive would likely reduce the safety of the eVTOL 10 during cruising and landing, the flight control device 40 decides not to perform pre-drive.

[0082] For example, the flight control device 40 determines whether or not there is a malfunction in the lift EPU 51, and whether or not there is a possibility of insufficient battery charge Eb. If a malfunction occurs in the lift EPU 51, or if there is a possibility of insufficient battery charge Eb, the flight control device 40 decides not to perform pre-drive. Situations where there is a possibility of insufficient battery charge Eb include cases where the battery charge Eb is very low and there is no room to consume battery charge Eb by performing pre-drive. For example, if pre-drive is performed, there is a possibility that the battery charge Eb will become zero before the eVTOL 10 reaches its destination.

[0083] The flight control system 40 may notify the pilot or an external control center of the result of its determination on whether or not to perform pre-drive. For example, if the flight control system 40 does not perform pre-drive despite the pre-drive condition being met (motor temperature Tm being lower than the first temperature threshold JTm1), it may notify the pilot or a control center of the failure to perform pre-drive. The flight control system 40 may also determine whether or not the pilot or other personnel have performed an operation to prohibit pre-drive. If pre-drive is prohibited, the flight control system 40 will determine not to perform pre-drive.

[0084] If the motor temperature Tm is lower than the first temperature threshold JTm1 and the lift EPU 51 is pre-driven, the flight control device 40 proceeds to step S204. In step S204, the flight control device 40 performs pre-drive time setting processing. In the pre-drive time setting processing, the pre-drive time TS is set. The pre-drive time TS is the duration for which pre-drive is continued. When pre-drive is performed, the longer the pre-drive time TS, the more likely the motor temperature Tm is to rise. The pre-drive time setting processing will be explained with reference to the flowchart in Figure 6.

[0085] In step S301 of the pre-drive time setting process, the flight control device 40 calculates the pre-drive time TS using the motor temperature Tm. For example, the flight control device 40 calculates the pre-drive time TS from the motor temperature Tm using correlation information that shows the relationship between the motor temperature Tm and the pre-drive time TS. Correlation information related to the pre-drive time TS can include maps, functions, or calculation formulas. Correlation information related to the pre-drive time TS is information obtained through tests, etc., and is stored in memory 43, etc. The flight control device 40 sets the pre-drive time TS such that the pre-drive time TS becomes longer as the motor temperature Tm decreases. For example, the flight control device 40 sets the pre-drive time TS such that the pre-drive time TS when the motor temperature Tm is lower than the reference temperature is longer than the pre-drive time TS when the motor temperature Tm is not lower than the reference temperature. The function that executes the process in step S301 in the flight control device 40 corresponds to the time adjustment unit.

[0086] In step S302, the flight control device 40 adjusts the pre-drive time TS using the ambient temperature Tout. The flight control device 40 adjusts the pre-drive time TS so that the lower the ambient temperature Tout, the longer the pre-drive time TS becomes. For example, the flight control device 40 adjusts the pre-drive time TS so that when the ambient temperature Tout is lower than the reference temperature, the pre-drive time TS is longer than when the ambient temperature Tout is not lower than the reference temperature. The adjustment of the pre-drive time TS is sometimes referred to as correction of the pre-drive time TS. The function in the flight control device 40 that performs the processing in step S302 corresponds to the time adjustment unit.

[0087] The power supply capacity of the battery 31, which is the ability of the battery 31 to supply power to the EPU 50, is prone to change depending on the battery state. For example, the power supply capacity of the battery 31 is prone to change depending on the battery level Eb, battery temperature Tb, and battery voltage Vb. The lower the battery level Eb, the lower the voltage and current supplied from the battery 31 to the EPU 50, and the more likely the power supply capacity of the battery 31 is to decrease. For example, when the battery level Eb is lower than a predetermined standard value, the power supply capacity of the battery 31 is more likely to decrease than when the battery level Eb is not lower than that standard value. Power supply capacity is sometimes referred to as discharge capacity.

[0088] The lower the battery temperature Tb, the more likely the battery 31 is to decrease in power supply capacity, for example, due to an increase in the internal resistance of the battery 31. For example, when the battery temperature Tb is lower than a predetermined reference value, the power supply capacity of the battery 31 decreases compared to when the battery voltage Vb is not lower than that reference value.

[0089] The lower the battery voltage Vb, the more likely the power supply capacity of the battery 31 is to decrease, such as the voltage that the battery 31 applies to the EPU 50 decreasing. For example, when the battery voltage Vb is lower than a predetermined reference value, the power supply performance of the battery 31 is more likely to decrease compared to when the battery voltage Vb is not lower than that reference value.

[0090] In steps S303 to S305, the flight control device 40 adjusts the pre-operation time TS according to the battery status, such as the power supply capacity of the battery 31. The flight control device 40 adjusts the pre-operation time TS so that the lower the power supply capacity of the battery 31, the longer the pre-operation time TS becomes. For example, the flight control device 40 adjusts the pre-operation time TS so that when the power supply capacity of the battery 31 is below a standard, the pre-operation time TS is longer than when the power supply capacity of the battery 31 is not below a standard. The functions that execute the processing in steps S303 to S305 in the flight control device 40 correspond to the power supply adjustment unit and the time adjustment unit.

[0091] In step S303, the flight control device 40 adjusts the reserve operating time TS according to the remaining battery charge Eb. The flight control device 40 adjusts the reserve operating time TS so that the lower the remaining battery charge Eb, the longer the reserve operating time TS becomes. For example, the flight control device 40 adjusts the reserve operating time TS so that when the remaining battery charge Eb is less than the reference charge, the reserve operating time TS is longer than when the remaining battery charge Eb is not less than the reference charge.

[0092] In step S304, the flight control device 40 adjusts the pre-operation time TS according to the battery temperature Tb. The flight control device 40 adjusts the pre-operation time TS so that the lower the battery temperature Tb, the longer the pre-operation time TS becomes. For example, the flight control device 40 adjusts the pre-operation time TS so that when the battery temperature Tb is lower than the reference temperature, the pre-operation time TS is longer than when the battery temperature Tb is not lower than the reference temperature.

[0093] In step S305, the flight control device 40 adjusts the pre-operation time TS according to the battery voltage Vb. The flight control device 40 adjusts the pre-operation time TS so that the lower the battery voltage Vb, the longer the pre-operation time TS becomes. For example, the flight control device 40 adjusts the pre-operation time TS so that when the battery voltage Vb is lower than the reference voltage, the pre-operation time TS is longer than when the battery voltage Vb is not lower than the reference voltage.

[0094] Returning to Figure 5, the flight control device 40 performs a pre-drive current setting process in step S205, after step S204. In the pre-drive current setting process, the pre-drive current IS is set. The pre-drive current IS is the current that flows to the lift EPU 51 in order to pre-drive the lift EPU 51. In other words, the pre-drive current IS is the motor current that flows to the lift EPU 51 during pre-drive. For example, the pre-drive current IS is smaller than the motor current that flows to the lift EPU 51 when the eVTOL 10 lands. When pre-drive is performed, the larger the pre-drive current IS, the more likely the motor temperature Tm is to rise. The pre-drive current setting process will be explained with reference to the flowchart in Figure 7.

[0095] In step S401 of the pre-drive current setting process, the flight control device 40 calculates the pre-drive current IS using the motor temperature Tm. For example, the flight control device 40 calculates the pre-drive current IS from the motor temperature Tm using correlation information that shows the relationship between the motor temperature Tm and the pre-drive current IS. Correlation information related to the pre-drive current IS includes maps, functions, and calculation formulas. Correlation information related to the pre-drive current IS is information obtained through tests, etc., and is stored in memory 43, etc. The flight control device 40 sets the pre-drive current IS such that the pre-drive current IS increases as the motor temperature Tm decreases. For example, the flight control device 40 sets the pre-drive current IS such that the pre-drive current IS when the motor temperature Tm is lower than the reference temperature is larger than the pre-drive current IS when the motor temperature Tm is not lower than the reference temperature. The function that executes the process in step S401 in the flight control device 40 corresponds to the current adjustment unit.

[0096] In step S402, the flight control device 40 adjusts the pre-drive current IS using the ambient temperature Tout. The flight control device 40 adjusts the pre-drive current IS so that the lower the ambient temperature Tout, the larger the pre-drive current IS becomes. For example, the flight control device 40 adjusts the pre-drive current IS so that when the ambient temperature Tout is lower than the reference temperature, the pre-drive current IS is larger than when the ambient temperature Tout is not lower than the reference temperature. The adjustment of the pre-drive current IS is sometimes referred to as correction of the pre-drive current IS. The function in the flight control device 40 that performs the processing in step S402 corresponds to the current adjustment unit.

[0097] In steps S403 to S405, the flight control device 40 adjusts the pre-drive current IS according to the battery status, such as the power supply capacity of the battery 31. The flight control device 40 adjusts the pre-drive current IS so that the lower the power supply capacity of the battery 31, the larger the pre-drive current IS becomes. For example, the flight control device 40 adjusts the pre-drive current IS so that when the power supply capacity of the battery 31 is below a standard, the pre-drive current IS is larger than when the power supply capacity of the battery 31 is not below a standard. The functions that perform the processing in steps S403 to S405 in the flight control device 40 correspond to the power supply adjustment unit and the current adjustment unit.

[0098] In step S403, the flight control device 40 adjusts the pre-drive current IS according to the battery charge level Eb. The flight control device 40 adjusts the pre-drive current IS so that the lower the battery charge level Eb, the higher the pre-drive current IS becomes. For example, the flight control device 40 adjusts the pre-drive current IS so that when the battery charge level Eb is lower than the reference charge level, the pre-drive current IS is higher than when the battery charge level Eb is not lower than the reference charge level.

[0099] In step S404, the flight control device 40 adjusts the pre-drive current IS according to the battery temperature Tb. The flight control device 40 adjusts the pre-drive current IS so that the lower the battery temperature Tb, the larger the pre-drive current IS becomes. For example, the flight control device 40 adjusts the pre-drive current IS so that when the battery temperature Tb is lower than the reference voltage, the pre-drive current IS is larger than when the battery temperature Tb is not lower than the reference voltage.

[0100] In step S405, the flight control device 40 adjusts the pre-drive current IS according to the battery voltage Vb. The flight control device 40 adjusts the pre-drive current IS such that the lower the battery voltage Vb, the larger the pre-drive current IS becomes. For example, the flight control device 40 adjusts the pre-drive current IS such that when the battery voltage Vb is lower than the reference voltage, the pre-drive current IS is larger than when the battery voltage Vb is not lower than the reference voltage.

[0101] Returning to Figure 5, after step S205, in step S206, the flight control device 40 sets the flight mode of the eVTOL 10 to the pre-drive mode. The pre-drive mode is a flight mode for continuing the cruise of the eVTOL 10 and pre-driving the lift EPU 51. In the pre-drive mode, the flight control device 40 drives the lift EPU 51 so that the pre-drive time TS set in step S204 and the pre-drive current IS set in step S205 are achieved. The function in the flight control device 40 that executes the process in step S206 corresponds to the pre-processing step.

[0102] In the pre-drive mode, the flight control device 40 drives the lift EPU 51 such that the change in the flight attitude of the eVTOL 10 caused by the drive of the lift EPU 51 falls within an acceptable range. The flight attitude is the attitude of the aircraft 11 and is sometimes referred to as the aircraft attitude. For example, the flight control device 40 determines that the change in flight attitude falls within an acceptable range if, before and after the start of driving the lift EPU 51, the amount of change per unit time of the yaw angle, pitch angle, and roll angle of the aircraft 11 is smaller than the amount of change from a reference. The flight control device 40 also determines that the change in flight attitude falls within an acceptable range if, before and after the start of driving the lift EPU 51, the yaw angle, pitch angle, and roll angle are smaller than their respective reference angles.

[0103] The flight control device 40 limits the pre-drive current IS and the rotational speed of the lift propeller 21 so that the change in flight attitude falls within an acceptable range. For example, the flight control device 40 limits the pre-drive current IS so that the change in flight attitude falls within an acceptable range. For example, the flight control device 40 sets an upper limit for the pre-drive current IS in step S204. The upper limit for the pre-drive current IS is a value that does not cause the change in flight attitude to exceed an acceptable range. By limiting the pre-drive current IS, the flight control device 40 can limit the rotational speed of the lift propeller 21. The flight control device 40 sets the upper limit for the pre-drive current IS so that the rotational speed of the lift propeller 21 is limited to a rotational speed that does not generate thrust or lift that would affect the flight attitude of the eVTOL 10.

[0104] The flight control device 40 may limit the rotation speed of the lift propeller 21 so that the change in flight attitude falls within an acceptable range. For example, in a configuration in which a gear is provided between the lift EPU 51 and the lift propeller 21, the flight control device 40 may limit the rotation speed of the lift propeller 21 by the gear so that the change in flight attitude falls within an acceptable range.

[0105] Furthermore, in a configuration in which a clutch is provided for the lift EPU 51, the lift propeller 21 may be disengaged from the lift EPU 51 by the clutch, and the lift EPU 51 may be pre-driven, so as not to change the flight attitude. In this configuration, the lift propeller 21 does not rotate regardless of the magnitude of the pre-drive current IS, so it is possible to set the pre-drive current IS to a value that makes it easier to raise the motor temperature Tm, prioritizing the increase in motor temperature Tm.

[0106] In a configuration in which a pitch controller is provided for the lift EPU 51 and the lift propeller 21, the lift EPU 51 may be pre-driven while the pitch of the lift propeller 21 is changed by the pitch controller so as not to change the flight attitude. In this configuration, the test control device 110 may adjust the pitch of the lift propeller 21 by the pitch controller so that the thrust generated by the rotation of the lift propeller 21 becomes small enough that the change in flight attitude falls within an acceptable range.

[0107] Furthermore, the flight control device 40 pre-drives the lift EPU 51 such that the pre-drive current IS is greater than the no-load current. The no-load current is the motor current that flows through the lift EPU 51 during no-load operation, when the lift EPU 51 is operated without load. The no-load current may also be the motor current that flows through the lift EPU 51 during no-load idling. For example, the d-axis current included in the pre-drive current IS is greater than the d-axis current included in the no-load current.

[0108] Furthermore, the flight control device 40 drives the lift EPU 51 while controlling the current phase so that the power factor of the lift EPU 51 in the pre-drive mode is lower than the power factor of the lift EPU 51 in the landing mode. For example, the flight control device 40 controls the phase of the pre-drive current IS so that the power factor in the pre-drive mode is lower than the power factor in the landing mode. The power factor of the lift EPU 51 is the power factor of the motor 61 that the lift EPU 51 has. In the pre-drive mode, the losses caused by driving the lift EPU 51 are greater than the losses caused by driving the lift EPU 51 in the landing mode.

[0109] In step S207, the flight control device 40 determines whether or not to land the eVTOL 10. For example, the flight control device 40 determines whether or not a landing commencement request has been received to initiate the landing mode of the eVTOL 10. A landing commencement request is input to the flight control device 40 when an operation to initiate the landing of the eVTOL 10 is performed by a pilot or the like.

[0110] When landing the eVTOL 10, the flight control device 40 proceeds to step S208. In step S208, the flight control device 40 determines whether the motor temperature Tm is higher than the second temperature threshold JTm2. The second temperature threshold JTm2 is a value predetermined by testing, etc., and is stored in memory 43, etc. The second temperature threshold JTm2 is a value that indicates that the output of the lift EPU 51 is sufficient for the landing of the eVTOL 10, assuming that the lift EPU 51 is driven for the landing of the eVTOL 10. For example, the second temperature threshold JTm2 is set to the lower limit of the allowable range for the motor temperature Tm. For example, the second temperature threshold JTm2 is set to the same value as the first temperature threshold JTm1. Note that the second temperature threshold JTm2 may be set to a higher value than the first temperature threshold JTm1, or it may be set to a lower value. The second temperature threshold JTm2 corresponds to the landing threshold.

[0111] If the motor temperature Tm is higher than the second temperature threshold JTm2, the flight control device 40 proceeds to step S209. In step S209, the flight control device 40 sets the flight mode of the eVTOL 10 to landing mode. That is, the flight control device 40 transitions the flight mode from cruise mode to landing mode. Landing mode is a flight mode for landing the eVTOL 10. For example, landing mode is a flight mode for vertically landing the eVTOL 10 at a destination. In landing mode, the flight control device 40 drives the lift EPU 51 to lift the eVTOL 10 downwards. In landing mode, the cruise EPU 52 may be driven, or the cruise EPU 52 may be deactivated.

[0112] In landing mode, the lift EPU 51 is driven in a manner that allows the eVTOL 10 to land. For example, in landing mode, the lift EPU 51 is controlled by the flight control device 40 and the inverter control unit 81 so that the motor voltage and motor current become values ​​necessary for the landing of the eVTOL 10. For example, the flight control device 40 controls the lift EPU 51 so that the motor current flowing to the lift EPU 51 in landing mode is greater than the pre-drive current IS. The function that executes the processing in step S209 in the flight control device 40 corresponds to the landing unit.

[0113] If the motor temperature Tm is not higher than the second temperature threshold JTm2, the flight control device 40 proceeds to step S210. In step S210, the flight control device 40 restricts the landing mode of the eVTOL 10. The flight control device 40 restricts the transition of the flight mode from cruise mode to landing mode. The flight control device 40 does not allow the flight mode to transition from cruise mode to landing mode until the motor temperature Tm exceeds the second temperature threshold JTm2. For example, the flight control device 40 causes the eVTOL 10 to circle above the destination, thereby continuing to pre-drive the lift EPU 51, until the motor temperature Tm exceeds the second temperature threshold JTm2. The function in the flight control device 40 that performs the processing in step S210 corresponds to the landing restriction unit. Then, when the motor temperature Tm exceeds the second temperature threshold JTm2, the flight control device 40 proceeds to step S209 and starts the landing of the eVTOL 10.

[0114] Regarding step S202, if the motor temperature Tm is not lower than the first temperature threshold JTm1, the flight control device 40 decides not to perform pre-drive of the lift EPU 51 and proceeds to step S211. Regarding step S203, if the flight control device 40 decides not to perform pre-drive, it also proceeds to step S211.

[0115] In step S211, the flight control device 40 determines whether or not to initiate landing of the eVTOL 10, similar to step S207. If it determines to initiate landing of the eVTOL 10, the flight control device 40 proceeds to step S212 and sets the flight mode of the eVTOL 10 to landing mode, similar to step S209. In this way, if the lift EPU 51 is not pre-driven, the flight control device 40 initiates landing of the eVTOL 10 regardless of the motor temperature Tm. In this case, the flight control device 40 does not transition the flight mode of the eVTOL 10 to the landing restriction mode.

[0116] Next, the temperature change of the EPU 50 will be explained with reference to Figure 8. At timing t1, when the eVTOL 10 starts to take off in takeoff mode, the motor temperature Tm starts to rise in both the lift EPU 51 and the cruise EPU 52. In takeoff mode, in addition to the lift EPU 51, at least one cruise EPU 52 is driven.

[0117] At timing t2, the flight mode transitions from takeoff mode to cruise mode, initiating cruise for the eVTOL 10. In cruise mode, the lift EPU 51 is deactivated, and the output of the cruise EPU 52 is reduced. With the deactivation of the lift EPU 51, the motor temperature Tm begins to decrease. With the reduction in output of the cruise EPU 52, the motor temperature Tm decreases slightly.

[0118] If pre-drive is required for the lift EPU 51, pre-drive is initiated at timing t3 when the flight mode transitions from cruise mode to pre-drive mode. Timing t3 is the pre-drive start time BP. In the lift EPU 51, the motor temperature Tm begins to rise as pre-drive begins. At timing t4, which is the pre-drive time TS elapsed from timing t3, the flight mode transitions from pre-drive mode to landing mode, and the landing of the eVTOL 10 begins.

[0119] Furthermore, if the motor temperature Tm of the lift EPU 51 exceeds the second temperature threshold JTm2 before timing t4, the landing of the eVTOL 10 will start at timing t4 as described above. On the other hand, if the motor temperature Tm does not exceed the second temperature threshold JTm2 even at timing t4, the landing of the eVTOL 10 will not start. In this case, the pre-drive will continue for a longer period than the pre-drive time TS until the motor temperature Tm exceeds the second temperature threshold JTm2.

[0120] For example, unlike this embodiment, consider a comparative example in which no pre-drive is performed even if the motor temperature Tm of the lift EPU 51 is lower than the first temperature threshold JTm1 at timing t3. The motor temperature Tm of the lift EPU 51 in this comparative example is shown by a dashed line in Figure 8. In the comparative example of the lift EPU 51, the motor temperature Tm is even lower at timing t4 because no pre-drive is performed at timing t3. Therefore, there is a concern that the output of the lift EPU 51 will be insufficient to land the eVTOL 10 when landing of the eVTOL 10 is initiated at timing t4.

[0121] In motor 61, the lower the temperature of the magnet, the greater the magnetic force generated by the magnet. Therefore, in motor 61, the lower the motor temperature Tm, the greater the back electromotive force generated by the magnetic force. For example, if the motor temperature Tm of the lift EPU 51 is lower than the second temperature threshold JTm2, there is a concern that the output voltage of motor 61 will be reduced by the back electromotive force, resulting in insufficient output from the lift EPU 51.

[0122] In contrast, according to this embodiment, when the eVTOL 10 is cruising, the pre-drive of the lift EPU 51 is started at a timing t3 prior to the start of landing of the eVTOL 10. Therefore, it is possible to raise the motor temperature Tm of the lift EPU 51 before the start of landing of the eVTOL 10. Consequently, it is possible to suppress the issue of insufficient output from the lift EPU 51 due to a low motor temperature Tm during landing of the eVTOL 10. This enhances safety during the landing of the eVTOL 10.

[0123] For example, in the lift EPU 51, pre-drive is performed to raise the motor temperature Tm to the second temperature threshold JTm2. This prevents the back electromotive force in the motor 61 from becoming too large, which would reduce the output of the lift EPU 51.

[0124] If the eVTOL 10 continues flying in a low-temperature environment with the lift EPU 51 stopped, the temperature of the stopped lift EPU 51 will drop to near the ambient temperature. In a motor 61 using permanent magnets, the back electromotive force tends to be larger at low temperatures than at high temperatures, requiring a larger current to meet the required output. By pre-heating the motor temperature Tm of the lift EPU 51 through pre-drive, it is possible to avoid insufficient output from the lift EPU 51 due to the low temperature of the motor 61, enabling a safe landing operation.

[0125] Next, the testing method for motor 61 will be explained. Motor 61 is tested during manufacturing, maintenance, etc. It may also be tested as part of the type approval process for motor 61. The motor 61 is tested against the motor unit 60. The testing method for motor 61 is also the testing method for the motor unit 60. During the manufacturing of motor 61, the manufacturing process may include a testing step for motor 61. For example, in the manufacturing process of motor 61, motor 61 is assembled into the inverter unit 80 after it has been tested. In this case, the testing method for motor 61 is included in the manufacturing method of motor 61. Furthermore, the manufacturing method of motor 61 is also the manufacturing method of motor unit 60.

[0126] In the motor 61 test, the motor's operating state and performance are evaluated. The motor 61 test method is sometimes referred to as the motor 61 evaluation method. In the motor 61 test, motor information is measured while the motor 61 is actually operating. Motor information is information that indicates the state of the motor 61. Motor information includes motor output and motor temperature Tm. The motor 61 test is a simulated test conducted in a state that reproduces the environment that the motor 61 will experience. For example, in the test of the motor 61 used as the lift EPU 51, the environment that the motor 61 will experience when the eVTOL 10 flies to its destination is reproduced.

[0127] In Figure 9, the motor 61 is tested using the test apparatus 100. The test apparatus 100 can adjust the environment that the motor 61 experiences and drive the motor 61 for testing. The test apparatus 100 is sometimes referred to as a test system or evaluation equipment. The test apparatus 100 includes a test chamber 101, an environmental sensor 102, an environmental adjustment device 103, a power load device 105, a cooling device 106, a power supply device 107, and a test control device 110.

[0128] Test room 101 is a room for testing the test subject 120. The test subject 120 is placed in the test space 101a of test room 101. The test subject 120 is a product or equipment that is to be tested. The test subject 120 is sometimes referred to as the evaluation subject. When testing the motor 61, the motor 61, as the test subject 120, is placed in the test space 101a. The test space 101a is the internal space of test room 101. The test subject 120 is fixed to the test stand in test room 101.

[0129] The environmental control device 103 can adjust the environment of the test space 101a. For example, the environmental control device 103 can adjust the temperature, pressure, humidity, etc. of the test space 101a. The environmental control device 103 can adjust the temperature of the test space 101a and is equivalent to a temperature control device. The environmental control device 103 can adjust the test room temperature Ta, which will be described later. The environmental control device 103 can adjust the pressure of the test space 101a and is equivalent to a pressure control device. The environmental control device 103 can adjust the test room pressure Pa, which will be described later.

[0130] The environmental sensor 102 detects the environment of the test space 101a. The environmental sensor 102 detects the temperature, atmospheric pressure, humidity, etc. of the test space 101a. For example, the environmental sensor 102 has a temperature sensor, an atmospheric pressure sensor, a humidity sensor, etc. The environmental sensor 102 outputs detection signals corresponding to the temperature of the test space 101a, detection signals corresponding to the atmospheric pressure, detection signals corresponding to the humidity, etc.

[0131] The environmental control device 103 may have functions or devices for generating wind or rain in the test space 101a. The environmental control device 103 may also have a vibration generator. The vibration generator can apply vibration to the test object 120. For example, by applying vibration to the test object 120 with the vibration generator, a situation in which vibration is applied to the motor 61 due to an animal colliding with the eVTOL 10 or EPU 50 can be reproduced.

[0132] The motor 61 is installed in the test space 101a connected to the power load device 105. The power load device 105 is adjustable in terms of the load applied to the motor 61. The power load device 105 is sometimes referred to as a dynamometer. The power load device 105 can reproduce the load applied to the motor 61 when the motor 61 drives and rotates the propeller 20 in the eVTOL 10. The power load device 105 can detect the motor force of the motor 61. For example, the power load device 105 can detect the torque and rotational speed of the motor 61. The power load device 105 outputs a detection signal corresponding to the torque and rotational speed.

[0133] The cooling device 106 is a device for cooling the motor 61 with a refrigerant. The refrigerant is a fluid such as cooling water. The motor 61 is a liquid-cooled motor. The motor 61 is provided with a cooler 65 through which the refrigerant flows. The cooler 65 is included in the motor device 60. The cooler 65 is installed in the motor housing. For example, a flow path for the refrigerant is formed in the motor housing. The cooler 65 forms a flow path in the motor housing.

[0134] The cooling device 106 is connected to the cooler 65 via a refrigerant pipe 106a. The refrigerant pipe 106a is a test pipe and forms a flow path for the refrigerant. The cooling device 106 includes a cooling pump and a heat dissipation unit. The cooling pump drives the refrigerant to flow through the cooling pipe 106a and the cooler 65. The heat dissipation unit releases the heat from the refrigerant to the outside of the cooling device 106. The cooling device 106 and the heat dissipation unit are sometimes referred to as a chiller. The cooling device 106 has a sensor that detects the temperature of the refrigerant. The cooling device 106 outputs a detection signal corresponding to the temperature of the refrigerant.

[0135] Furthermore, if the motor 61 is an air-cooled motor, the cooling device 106 does not need to be connected to the motor 61. An example of an air-cooled motor is one in which a blower fan is integrally provided. For example, in a configuration in which the blower fan rotates in conjunction with the motor's operation, the motor is cooled by the airflow from the blower fan as the motor is driven.

[0136] The power supply unit 107 supplies power to the motor 61 to drive the motor 61. An inverter device 80 is connected to the motor 61. The inverter device 80 is installed outside the test chamber 101. The power supply unit 107 supplies power to the motor 61 via an inverter circuit 85. The power supply unit 107, the motor 61, and the inverter circuit 85 are connected in a way that allows power to flow through them using a test power cable or the like. The power supply unit 107 is a device that simulates a battery 31. The power supply unit 107 is capable of outputting a power supply voltage that simulates the battery voltage Vb. The power supply unit 107 is adjustable to increase or decrease the power supply voltage.

[0137] The test control device 110 controls the test device 100 by performing test control processing. The test control device 110 controls the drive of the environmental adjustment device 103, the power load device 105, the cooling device 106, and the power supply device 107. The test control device 110 is communicated to these devices 103, 105, 106, and 107. The test control device 110 controls the drive of the motor 61 via the inverter device 80. The test control device 110 is communicated to the inverter control unit 81. The test control device 110 performs motor control via the inverter control unit 81. The test control device 110 is sometimes referred to as an evaluation control device.

[0138] The power supply unit 107 may also be connected to the motor 61 via a test inverter device. The test inverter device is a device that simulates the inverter device 80. In this case, the test control device 110 controls the drive of the motor 61 via the test inverter.

[0139] The test control device 110 has, for example, an ECU. The test control device 110 has a processor 112, a memory 113, and a program 114. The test control device 110 is mainly composed of a computer. This computer has a processor 112, a memory 113, an input / output interface, a bus connecting these, etc. The memory 113 stores the program 114. The program 114 is a program for performing test control. The program 114 corresponds to the test control program.

[0140] The processor 112 is hardware for arithmetic processing coupled to the memory 113. The processor 112 performs various processes by accessing the memory 113. The memory 113 is a storage medium that stores control programs and the like. For example, the memory 113 is a non-transitional, substantial storage medium that non-temporarily stores computer-readable programs and data. The program 114 contains computer-readable instructions that cause the processor 112 to perform various functions. The processor 112 is a processing unit that performs predetermined processes by executing the instructions contained in the program 114. The test control device 110 has at least one processing unit.

[0141] The test control device 110 performs test control using various signals input to the test control device 110. The test control device 110 receives input from the user, various sensors, power load device 105, cooling device 106, power supply device 107, inverter control unit 81, and other sources.

[0142] In Figure 9, the motor device 60 is denoted as MOT, the inverter device 80 as MCU, the inverter circuit 85 as INV, and the inverter control unit 81 as ICD. Also, the environmental adjustment device 103 is denoted as EAD, the power load device 105 as DM, the cooling device 106 as CH, and the power supply device 107 as PS. The test control device 110 is denoted as TCD, the processor 112 as PRO, the memory 113 as MEM, and the program 114 as PG.

[0143] The test control device 110 performs test control processing with the motor 61 as the test object 120. The test control processing will be explained with reference to the flowchart in Figure 10. The test control device 110 repeatedly executes the test control processing at a predetermined control cycle. The test control device 110 has the function of executing each step of the test control processing. The control method executed by the test control processing provides the test method and the manufacturing method. Each step of the test control processing corresponds to each step of the test method and the manufacturing method.

[0144] The test control device 110 controls the test equipment 100, motor unit 60, and inverter unit 80 so that the test of the motor 61 is a simulated test that reproduces the environment and driving state of the motor 61 that the eVTOL 10 will experience when flying to its destination. The test control device 110 also tests the motor 61 included in the lift EPU 51 as the test subject 120. The test control device 110 controls the test equipment 100, motor unit 60, and inverter unit 80 so as to reproduce the driving state of the motor 61 included in the lift EPU 51 during the flight of the eVTOL 10.

[0145] In step S501 shown in Figure 10, the test control device 110 determines whether or not test preparation is complete. For example, the test control device 110 determines whether or not various measured values ​​are normal. These measured values ​​include values ​​indicating that the environmental control device 103 and the power load device 105 are in a normal state. The test control device 110 also determines whether or not an input operation indicating that user preparation work has been completed has been performed by the user. User preparation work includes tasks such as fixing the motor 61 to the test stand and connecting the motor 61 to the power load device 105. If the various measured values ​​are normal and an input operation indicating completion of preparation work has been performed, the test control device 110 determines that test preparation is complete.

[0146] As preparation for the test, the test control device 110 controls the test equipment 100 to reproduce the environment in the test space 101a before the eVTOL 10 takes off. For example, the test control device 110 controls the environmental adjustment device 103 so that the test room temperature Ta and test room pressure Pa are values ​​that reproduce the temperature and pressure before the eVTOL 10 takes off. The test room temperature Ta is the temperature of the test space 101a and is the ambient temperature around the motor 61. The test room pressure Pa is the pressure in the test space 101a and is the pressure around the motor 61. The test control device 110 detects the test room temperature Ta and test room pressure Pa using the detection signals from the environmental sensor 102. If the test room temperature Ta and test room pressure Pa are approximately the same as the temperature and pressure before the eVTOL 10 takes off, the test control device 110 determines that the test preparation is complete.

[0147] Furthermore, the test control device 110 controls the cooling device 106 so that the temperature of the refrigerant is approximately the same as the test room temperature Ta. The test control device 110 detects the temperature of the refrigerant using the detection signal from the cooling device 106. When the temperature of the refrigerant is approximately the same as the test room temperature Ta, the test control device 110 determines that the test preparation is complete.

[0148] Furthermore, the test control device 110 adjusts the supply voltage Vs to the motor 61 using the power supply device 107. The supply voltage Vs is the voltage required to drive the motor 61. The supply voltage Vs is the voltage of the power supplied from the power supply device 107 to the motor 61. For example, the supply voltage Vs is the voltage applied to the inverter circuit 85. The supply voltage Vs is a voltage that simulates the voltage applied to the inverter circuit 85 when the lift EPU 51 is driven. The supply voltage Vs may also be a value indicating the AC voltage applied to the motor 61. For example, the supply voltage Vs may be the RMS value of the AC voltage applied to the motor 61. The test control device 110 can adjust the supply voltage Vs to increase or decrease by controlling the power supply device 107.

[0149] When test preparation is complete, the test control device 110 performs a process to set the test mode of the test device 100 in steps S502 to S506. The test control device 110 sets the test mode to correspond to the flight mode of the eVTOL 10. In the test mode, the motor 61 included in the lift EPU 51 is the test subject 120. The test modes include early mode, mid-mode, pre-mode, and late mode.

[0150] The early mode is a test mode that simulates the takeoff mode of the eVTOL 10. In the early mode, the drive state of the motor 61 and other parameters are measured under conditions where the takeoff of the eVTOL 10 is simulated. The early mode is a mode for driving the motor 61 of the lift EPU 51 for the takeoff of the eVTOL 10, and is sometimes referred to as the early drive mode. The test mode is set to the early mode during the early period TD1. The early period TD1 is the period during which the takeoff of the eVTOL 10 is simulated.

[0151] The mid-term mode is a test mode that simulates the cruise mode of the eVTOL 10. In the mid-term mode, the stopping state of the motor 61 and other parameters are measured under conditions where the cruise of the eVTOL 10 is simulated. The mid-term mode is a mode for stopping the drive of the motor 61 of the lift EPU 51 while the eVTOL 10 is cruising, and is sometimes referred to as the mid-term stop mode. The test mode is set to the mid-term mode during the mid-term period TD2. The mid-term period TD2 is the period during which the cruise of the eVTOL 10 is simulated.

[0152] Pre-mode is a test mode that simulates the pre-drive mode of the eVTOL 10. In pre-mode, the drive state of the motor 61 is measured under conditions where the cruise of the eVTOL 10 is simulated. Pre-mode is a mode for pre-driving the motor 61 of the lift EPU 51, and is sometimes referred to as pre-drive mode or motor warm-up mode. The pre-drive of the motor 61 is a drive that simulates the pre-drive of the lift EPU 51. The test mode is set to pre-mode during the pre-period TDP. The pre-period TDP is a period during which the cruise of the eVTOL 10 and the pre-drive of the lift EPU 51 are simulated.

[0153] The late mode is a test mode that simulates the landing mode of the eVTOL 10. In the late mode, the drive state of the motor 61 and other parameters are measured under conditions where the landing of the eVTOL 10 is simulated. The late mode is a mode for driving the motor 61 of the lift EPU 51 for the landing of the eVTOL 10, and is sometimes referred to as the late drive mode. The test mode is set to the late mode during the late period TD3. The late period TD3 is the period during which the landing of the eVTOL 10 is simulated.

[0154] In step S502, the test control device 110 performs an early mode processing. The early mode processing is a process for testing the motor 61 in a situation where the takeoff of the eVTOL 10 is simulated. The early mode processing will be explained with reference to the flowchart in Figure 11.

[0155] The test control device 110 performs the initial drive process in step S601 of the initial mode processing. The test control device 110 drives the motor 61 in the initial drive process. The test control device 110 starts driving the motor 61 in conjunction with the start of the initial mode and continues driving the motor 61 thereafter. Step S601 corresponds to the initial step. The function in the test control device 110 that executes the processing in step S601 corresponds to the initial section. The test control device 110 also drives the cooling device 106 in conjunction with the driving of the motor 61 in the initial mode. When the cooling device 106 is driven, the motor 61 is cooled by the refrigerant.

[0156] The test control device 110 drives the motor 61 so that the motor output becomes the target output in the initial mode. The target output in the initial mode is set to a value that replicates the drive of the motor 61 when the lift EPU 51 takes off the eVTOL 10. For example, the target output in the initial mode is set so that the motor current is greater than the no-load current. The test control device 110 adjusts the supply voltage Vs to the motor 61 using the power supply device 107 to simulate the voltage of the power supplied to the motor 61 from the battery 31 when the eVTOL 10 takes off. The supply voltage Vs in the initial mode is the initial voltage Vs1.

[0157] In steps S602 and S603, the test control device 110 adjusts the environment of the test space 101a during the earlier period TD1. The test control device 110 controls the test apparatus 100 so that the environment of the test space 101a simulates the environment that the motor 61 experiences when the eVTOL 10 takes off. Steps S602 and S603 correspond to the environment step. The function in the test control device 110 that executes the processing in steps S602 and S603 corresponds to the environment unit. The test control device 110 may also control the environment adjustment device 103 so that it generates airflow in the test space 101a that simulates the flight wind and propeller wind that occur when the eVTOL 10 takes off.

[0158] In step S602, the test control device 110 adjusts the test chamber temperature Ta during the initial period TD1. The test control device 110 controls the environmental control device 103 so that the test chamber temperature Ta gradually decreases during the initial period TD1. The test control device 110 gradually lowers the test chamber temperature Ta to simulate the state in which the ambient air temperature Tout around the motor 61 gradually decreases as the eVTOL 10 rises. Step S602 corresponds to the initial temperature control step and the temperature control step. The function in the test control device 110 that executes the processing in step S602 corresponds to the initial temperature control unit and the temperature control unit.

[0159] In step S603, the test control device 110 adjusts the test chamber pressure Pa during the initial period TD1. The test control device 110 controls the environmental control device 103 so that the test chamber pressure Pa gradually decreases during the initial period TD1. The test control device 110 gradually lowers the test chamber pressure Pa to simulate the state in which the external pressure around the motor 61 gradually decreases as the eVTOL 10 rises. Step S603 corresponds to the initial pressure adjustment step and the pressure adjustment step. The function in the test control device 110 that executes the processing in step S603 corresponds to the initial pressure adjustment unit and the pressure adjustment unit.

[0160] The test control device 110 performs measurement processing in step S604. In the measurement processing, the driving state of the motor 61 during the previous period TD1 is measured. The test control device 110 measures various values ​​such as motor output MO [Nm], motor temperature Tm [°C], refrigerant temperature Tr [°C], test room temperature Ta [°C], test room atmospheric pressure Pa [hPa], and test voltage Vps [V]. Step S604 corresponds to the measurement step. The function in the test control device 110 that executes the processing in step S604 corresponds to the measurement unit.

[0161] For example, the test control device 110 measures the motor output MO using signals from the power load device 105 and the inverter device 80. Motor output MO can be torque, current, voltage, motor speed, etc. For example, Figure 16 shows torque as motor output MO. The test control device 110 measures the motor temperature Tm using signals from the inverter device 80. The test control device 110 measures the test room temperature Ta and test room atmospheric pressure Pa using detection signals from the environmental sensor 102. The test control device 110 measures the test voltage Vps using signals from the motor device 60 and the inverter device 80. The test control device 110 measures the refrigerant temperature Tr using signals from the cooling device 106. Refrigerant temperature Tr is the temperature of the refrigerant.

[0162] In step S605, the test control device 110 determines whether the measured value falls within the normal range. The normal range is the range that indicates a normal value. For example, the test control device 110 determines whether all measured values ​​fall within the normal range. If all measured values ​​fall within the normal range, the test control device 110 proceeds to step S606.

[0163] In step S606, the test control device 110 determines whether or not to terminate the initial drive process. The test control device 110 determines whether or not the initial period TD1 has reached a predetermined termination timing. For example, the test control device 110 determines whether or not the length of the initial period TD1 has reached a simulated period that simulates the time required for the eVTOL 10 to take off. If the length of the initial period TD1 has not reached the simulated period, the test control device 110 repeatedly executes the processes in steps S601 to S606 until the length of the initial period TD1 reaches the simulated period.

[0164] When the length of the initial period TD1 reaches the simulated time, the test control device 110 proceeds to step S607 and terminates the initial drive process. For example, the test control device 110 performs processing to notify that the initial period TD1 has ended.

[0165] If the measured value in step S605 is not within the normal range, the test control device 110 proceeds to step S608. In step S608, the test control device 110 forcibly terminates the motor 61 test in the preceding period. For example, the test control device 110 stops the motor 61 from running by stopping the power supply from the power supply device 107 to the inverter device 80 and the motor device 60. For example, if the motor temperature Tm rises above the normal range, it is preferable for the test control device 110 to stop the motor 61 from running while continuing to run the cooling device 106 and the environmental control device 103 to cool the motor 61. Also, if the measured value on the test equipment 100 side, such as the test room temperature Ta, falls outside the normal range, the test control device 110 terminates the motor 61 test. In this case, it is determined that an abnormality has occurred on the test equipment 100 side. An abnormality on the test equipment 100 side is sometimes referred to as an equipment malfunction.

[0166] In step S609, the test control device 110 performs abnormality processing. During abnormality processing, it performs processing to notify the system that the motor 61 test was forcibly terminated in the previous period TD1, or that the measured value fell outside the abnormal range. In addition, during abnormality processing, the fact that the motor 61 test was forcibly terminated in the previous period TD1, and that the measured value fell outside the abnormal range, etc., are recorded in the memory 113 or the like.

[0167] Returning to Figure 10, the test control device 110 proceeds to step S503 after the initial mode processing and performs the intermediate mode processing. The intermediate mode processing is a process for testing the motor 61 in a situation where the cruising of the eVTOL 10 is simulated. The intermediate mode processing will be explained with reference to the flowchart in Figure 12.

[0168] In step S701 of the intermediate mode processing, the test control device 110 performs an intermediate stop process. In the intermediate stop process, the test control device 110 stops the drive of the motor 61. The test control device 110 stops the drive of the motor 61 in conjunction with the start of the intermediate mode, and continues to stop the drive of the motor 61 thereafter. For example, the test control device 110 cuts off the power supply from the power supply device 107 to the motor device 60 and the inverter device 80. The test control device 110 controls the power supply device 107 so that the supply voltage Vs in the intermediate mode becomes zero. Step S701 corresponds to the intermediate step. The function in the test control device 110 that executes the processing of step S701 corresponds to the intermediate section.

[0169] The test control device 110 may also stop the operation of the cooling device 106 in conjunction with the stopping of the motor 61. When the operation of the cooling device 106 is stopped, the cooling of the motor 61 by the refrigerant stops. As a result, with the motor 61 stopped, the motor temperature Tm decreases due to natural heat dissipation of the motor 61. Alternatively, the test control device 110 may stop the operation of the motor 61 while continuing to operate the cooling device 106. In this case, even with the motor 61 stopped, the motor 61 is actively cooled by the refrigerant.

[0170] In steps S702 and S703, the test control device 110 adjusts the environment of the test space 101a during the medium-term period TD2. The test control device 110 controls the test apparatus 100 so that the environment of the test space 101a simulates the environment experienced by the motor 61 when the eVTOL 10 is cruising. Steps S702 and S703 correspond to the environment steps. The function in the test control device 110 that executes the processing in steps S702 and S703 corresponds to the environment unit. The test control device 110 may also control the environment adjustment device 103 to generate airflow in the test space 101a that simulates the flight wind and propeller wind generated when the eVTOL 10 is cruising.

[0171] In step S702, the test control device 110 adjusts the test room temperature Ta during the intermediate period TD2. The test control device 110 controls the environmental control device 103 to maintain the test room temperature Ta during the intermediate period TD2 at the temperature at the end of the initial period TD1. For example, the test control device 110 controls the environmental control device 103 so that the test room temperature Ta during the intermediate period TD2 is lower than the test room temperature Ta at the start of the initial period TD1. For example, the test control device 110 controls the environmental control device 103 so that the test room temperature Ta during the intermediate period TD2 is 0°C or lower. Step S702 corresponds to the intermediate temperature control step and the temperature control step. The functions in the test control device 110 that execute the processing in step S702 correspond to the intermediate temperature control unit and the temperature control unit.

[0172] In step S703, the test control device 110 adjusts the test chamber pressure Pa during the intermediate period TD2. The test control device 110 controls the environmental control device 103 to maintain the test chamber pressure Pa during the intermediate period TD2 at the same pressure as at the end of the initial period TD1. Step S703 corresponds to the intermediate pressure adjustment step and the pressure adjustment step. The functions in the test control device 110 that execute the process in step S703 correspond to the intermediate pressure adjustment unit and the pressure adjustment unit.

[0173] The test control device 110 performs measurement processing in step S704. In the measurement processing, the drive state of the motor 61 during the medium-term period TD2 is measured. The test control device 110 measures various measurement values ​​such as the motor output MO. Step S704 corresponds to the measurement step. The function in the test control device 110 that executes the processing in step S704 corresponds to the measurement unit.

[0174] In step S705, the test control device 110 determines whether the measured values ​​fall within the normal range, similar to step S605. If all measured values ​​fall within the normal range, the test control device 110 proceeds to step S706.

[0175] In step S706, the test control device 110 determines whether or not to terminate the intermediate stop process. The test control device 110 determines whether or not the intermediate period TD2 has reached a predetermined end timing. For example, the test control device 110 determines whether or not the length of the intermediate period TD2 has reached a simulated period that simulates the time required for the eVTOL 10 to travel to the airspace above the destination. The end timing of the intermediate period TD2 is set so that the intermediate period TD2 is longer than any of the earlier period TD1, the pre-period TDP, and the later period TD3. If the length of the intermediate period TD2 has not reached the simulated period, the test control device 110 repeatedly executes the processes in steps S701 to S706 until the length of the intermediate period TD2 reaches the simulated period.

[0176] When the length of the intermediate period TD2 reaches the simulated time, the test control device 110 proceeds to step S707 and terminates the intermediate stop process. For example, the test control device 110 performs processing to notify that the intermediate period TD2 has ended.

[0177] If the measured value in step S705 is not within the normal range, the test control device 110 proceeds to step S708. In step S708, the test control device 110 forcibly terminates the motor 61 test in the medium period TD2. In step S709, the test control device 110 performs abnormality processing. During abnormality processing, notifications and records are made, such as the fact that the motor 61 test was forcibly terminated in the medium period TD2.

[0178] Returning to Figure 10, the test control device 110 proceeds to step S504 after the intermediate mode processing. In step S504, the test control device 110 determines whether or not to pre-drive the motor 61. For example, the test control device 110 determines whether or not to pre-drive depending on whether or not there is user input operation, the motor temperature Tm, etc. For example, similar to the actual flight of the eVTOL 10, the test control device 110 may determine whether or not the motor temperature Tm is lower than the first temperature threshold JTm1, and decide to pre-drive only if the motor temperature Tm is lower than the first temperature threshold JTm1.

[0179] When pre-driving is performed, the test control device 110 proceeds to step S505 and performs pre-mode processing. Pre-mode processing is a process for testing the motor 61 in a state where the cruising of the eVTOL 10 is simulated and the preliminary driving of the lift EPU 51 is simulated. Pre-mode processing will be explained with reference to the flowchart in Figure 13.

[0180] The test control device 110 performs a pre-drive process in step S801 of the pre-mode processing. The test control device 110 drives the motor 61 in the pre-drive process. The test control device 110 starts driving the motor 61 in conjunction with the start of the pre-mode and continues driving the motor 61 thereafter. Step S801 corresponds to a pre-step. The function in the test control device 110 that executes the processing of step S801 corresponds to the pre-section. The test control device 110 also drives the cooling device 106 in conjunction with the driving of the motor 61 in the pre-mode.

[0181] The test control device 110 drives the motor 61 so that the motor output becomes the target output in pre-mode. The target output in pre-mode is set to a value that replicates the drive of the motor 61 when pre-driving the lift EPU 51. For example, the target output in pre-mode is set so that the motor current is greater than the no-load current. The test control device 110 also drives the motor 61 so that the motor output MO in pre-mode is smaller than the motor output MO in early mode and the motor output MO in late mode. Furthermore, the test control device 110 pre-drives the motor 61 so that the power factor of the motor 61 in pre-mode is lower than the power factor of the motor 61 in early mode and late mode. In other words, the test control device 110 pre-drives the motor 61 so that the motor 61 in pre-mode generates more heat than the motor 61 in early mode and late mode.

[0182] The test control device 110 adjusts the supply voltage Vs using the power supply unit 107 to simulate the voltage of the power supplied from the battery 31 to the motor 61 during the cruising of the eVTOL 10. The supply voltage Vs in pre-mode is the pre-voltage VsP. The test control device 110 controls the power supply unit 107 so that the pre-voltage VsP is lower than the pre-voltage Vs1.

[0183] In steps S802 and S803, the test control device 110 adjusts the environment of the test space 101a during the pre-TDP period. The test control device 110 controls the test apparatus 100 so that the environment of the test space 101a simulates the environment experienced by the motor 61 when the eVTOL 10 is cruising and the lift EPU 51 is being pre-driven. Steps S802 and S803 correspond to the environment steps. The function in the test control device 110 that executes the processing in steps S802 and S803 corresponds to the environment unit.

[0184] In step S802, the test control device 110 adjusts the test room temperature Ta during the pre-period TDP. The test control device 110 controls the environmental control device 103 to maintain the test room temperature Ta during the pre-period TDP at the same level as during the mid-period TD2. Step S802 corresponds to the pre-temperature control step and the temperature control step. The functions in the test control device 110 that execute the process in step S802 correspond to the pre-temperature control unit and the temperature control unit.

[0185] In step S803, the test control device 110 adjusts the test chamber pressure Pa during the pre-period TDP. The test control device 110 controls the environmental control device 103 to maintain the test chamber pressure Pa during the pre-period TDP at the same level as during the mid-period TD2. Step S803 corresponds to the pre-pressure adjustment step and the pressure adjustment step. The functions in the test control device 110 that execute the process in step S803 correspond to the pre-pressure adjustment unit and the pressure adjustment unit.

[0186] The test control device 110 performs measurement processing in step S804. In the measurement processing, the drive state of the motor 61 during the pre-period TDP is measured. The test control device 110 measures various measurement values ​​such as the motor output MO. Step S804 corresponds to the measurement step. The function in the test control device 110 that executes the processing in step S804 corresponds to the measurement unit.

[0187] In step S805, the test control device 110 determines whether the measured values ​​fall within the normal range, similar to step S605. If all measured values ​​fall within the normal range, the test control device 110 proceeds to step S806.

[0188] In step S806, the test control device 110 determines whether or not to terminate the pre-drive process. The test control device 110 determines whether the length of the pre-drive period TDP has reached a predetermined termination timing. For example, the test control device 110 determines whether the length of the pre-drive period TDP has reached a simulated period that simulates the pre-drive of the lift EPU 51. If the length of the pre-drive period TDP has not reached the simulated period, the test control device 110 repeatedly executes the processes in steps S801 to S806 until the length of the pre-drive period TDP reaches the simulated period.

[0189] When the length of the pre-TEPTION period reaches the simulated time, the test control device 110 proceeds to step S807 and terminates the pre-drive process. For example, the test control device 110 performs processing to notify that the pre-TEPTION period has ended.

[0190] If the measured value in step S805 is not within the normal range, the test control device 110 proceeds to step S808. In step S808, the test control device 110 forcibly terminates the motor 61 test during the pre-test period. In step S809, the test control device 110 performs abnormality processing. During abnormality processing, notifications and records are made, such as the fact that the motor 61 test was forcibly terminated during the pre-test period TDP.

[0191] Returning to Figure 10, the test control device 110 proceeds to step S506 after the pre-mode processing and performs the late-mode processing. The late-mode processing is a process for testing the motor 61 in a situation where the landing of the eVTOL 10 is simulated. The late-mode processing will be explained with reference to the flowchart in Figure 14.

[0192] The test control device 110 performs late-stage drive processing in step S901 of the late-stage mode processing. The test control device 110 drives the motor 61 in the late-stage drive processing. The test control device 110 starts driving the motor 61 in conjunction with the start of the late-stage mode and continues driving the motor 61 thereafter. Step S901 corresponds to the late-stage step. The function in the test control device 110 that executes the processing in step S901 corresponds to the late-stage part. The test control device 110 also drives the cooling device 106 in conjunction with the driving of the motor 61 in the late-stage mode.

[0193] The test control device 110 drives the motor 61 so that the motor output becomes the target output in the later mode. The target output in the later mode is set to a value that replicates the drive of the motor 61 when the lift EPU 51 lands the eVTOL 10. For example, the target output in the later mode is set so that the motor current is greater than the no-load current. The test control device 110 also drives the motor 61 so that the motor output MO in the later mode is greater than the motor output MO in the pre-mode.

[0194] The test control device 110 adjusts the supply voltage Vs using the power supply unit 107 to simulate the voltage of the power supplied from the battery 31 to the motor 61 when the eVTOL 10 is landing. The supply voltage Vs in late mode is the late voltage Vs3. The test control device 110 controls the power supply unit 107 so that the late voltage Vs3 is higher than the pre-voltage VsP. The test control device 110 also controls the power supply unit 107 so that the late voltage Vs3 is lower than the pre-voltage Vs1 to simulate a state where the battery voltage Vb drops due to low battery charge Eb when the eVTOL 10 is taking off. The test control device 110 may also control the power supply unit 107 so that the late voltage Vs3 is approximately the same as the pre-voltage Vs1.

[0195] In steps S902 and S903, the test control device 110 adjusts the environment of the test space 101a during the later period TD3. The test control device 110 controls the test apparatus 100 so that the environment of the test space 101a simulates the environment that the motor 61 experiences when the eVTOL 10 lands. Steps S902 and S903 correspond to the environment steps. The function in the test control device 110 that executes the processing in steps S902 and S903 corresponds to the environment unit.

[0196] In step S902, the test control device 110 adjusts the test chamber temperature Ta during the later period TD3. The test control device 110 controls the environmental control device 103 so that the test chamber temperature Ta gradually increases during the later period TD3. The test control device 110 gradually increases the test chamber temperature Ta to simulate the state in which the ambient air temperature Tout around the motor 61 gradually increases as the eVTOL 10 descends. The test control device 110 controls the environmental control device 103 so that the test chamber temperature Ta at the start of the later period TD3 is lower than the test chamber temperature Ta at the start of the earlier period TD1. Step S902 corresponds to the later temperature control step and the temperature control step. The function in the test control device 110 that executes the processing in step S902 corresponds to the later temperature control unit and the temperature control unit.

[0197] The test control device 110 adjusts the test room temperature Ta during the intermediate period TD2 and the pre-period TDP so that the test room temperature Ta at the start of the later period TD3 is lower than the test room temperature Ta at the start of the earlier period TD1.

[0198] In step S903, the test control device 110 adjusts the test chamber pressure Pa during the later period TD3. The test control device 110 controls the environmental adjustment device 103 so that the test chamber pressure Pa gradually increases during the later period TD3. The test control device 110 gradually increases the test chamber pressure Pa to simulate the state in which the external pressure around the motor 61 gradually increases as the eVTOL 10 descends. The test control device 110 controls the environmental adjustment device 103 so that the test chamber pressure Pa at the start of the later period TD3 is lower than the test chamber pressure Pa at the start of the earlier period TD1. Step S903 corresponds to the later pressure adjustment step and the pressure adjustment step. The function in the test control device 110 that executes the processing in step S903 corresponds to the later pressure adjustment unit and the pressure adjustment unit.

[0199] Furthermore, the test control device 110 adjusts the test room pressure Pa during the mid-term period TD2 and the pre-term period TDP so that the test room pressure Pa at the start of the late-term period TD3 is lower than the test room pressure Pa at the start of the early-term period TD1.

[0200] The test control device 110 performs measurement processing in step S904. In the measurement processing, the drive state of the motor 61 during the later period TD3 is measured. The test control device 110 measures various values ​​such as the motor output MO. Step S904 corresponds to the measurement step. The function in the test control device 110 that executes the processing in step S904 corresponds to the measurement unit.

[0201] In step S905, the test control device 110 determines whether the measured values ​​fall within the normal range, similar to step S605. If all measured values ​​fall within the normal range, the test control device 110 proceeds to step S906.

[0202] In step S906, the test control device 110 determines whether or not to terminate the late-stage drive process. The test control device 110 determines whether the length of the late-stage period TD3 has reached a predetermined termination timing. For example, the test control device 110 determines whether the length of the late-stage period TD3 has reached a simulated period that simulates the time required for the eVTOL 10 to land. If the length of the late-stage period TD3 has not reached the simulated period, the test control device 110 repeatedly executes the processes in steps S901 to S906 until the length of the late-stage period TD3 reaches the simulated period.

[0203] When the length of the late period TD3 reaches the simulated time, the test control device 110 proceeds to step S907 and terminates the late drive process. For example, the test control device 110 performs processing to notify that the late period TD3 has ended.

[0204] If the measured value in step S905 is not within the normal range, the test control device 110 proceeds to step S908. In step S908, the test control device 110 forcibly terminates the motor 61 test in the later period. In step S909, the test control device 110 performs abnormal processing. During abnormal processing, notifications and records are made, such as the fact that the motor 61 test was forcibly terminated in the later period TD3.

[0205] Returning to Figure 10, regarding step S504, if the motor 61 is not pre-driven, the test control device 110 performs the late-mode processing in step S506 without performing the pre-mode processing in step S505. In this case, the test control device 110 performs the motor 61 in the late-mode without driving the motor 61 in the pre-mode, in order to simulate the eVTOL 10 taking off without pre-driving the lift EPU 51.

[0206] Next, we will explain the measured values ​​obtained during the motor 61 test. First, we will explain the test in which the motor 61 is pre-driven, referring to Figure 15. At timing t11, the motor 61 is driven in the early mode. During the early period TD1, as the motor 61 is driven, the supply voltage Vs to the motor 61 rises to the early voltage Vs1. As a result, the motor output MO increases. The motor temperature Tm and refrigerant temperature Tr also rise. In addition, in the test chamber 101, the takeoff of the eVTOL 10 is simulated, causing the test chamber temperature Ta and test chamber pressure Pa to gradually decrease.

[0207] At timing t12, the motor 61 is stopped when the supply voltage Vs becomes zero. During the medium period TD2, as the motor 61 stops, the motor output MO becomes zero, and the motor temperature Tm and refrigerant temperature Tr gradually decrease. In addition, in the test chamber 101, the cruising of the eVTOL 10 is simulated, so the test chamber temperature Ta and test chamber pressure Pa are maintained at temperatures lower than at timing t11.

[0208] At timing t13, the motor 61 is started to run in pre-mode. During the pre-mode TDP, the supply voltage Vs rises to the pre-voltage VsP as the motor 61 starts running. This causes a slight increase in the motor output MO. The motor temperature Tm and refrigerant temperature Tr gradually rise and become higher than the test chamber temperature Ta. Meanwhile, since the cruising of the eVTOL 10 is simulated even in pre-mode, the test chamber temperature Ta and test chamber pressure Pa are kept at low temperatures in the test chamber 101.

[0209] At timing t14, the motor 61 is driven in late mode. During the late period TD3, the supply voltage Vs increases from the pre-voltage VsP to the late voltage Vs3. As a result, the motor output MO increases. The motor temperature Tm and refrigerant temperature Tr also increase. In addition, in the test chamber 101, the landing of the eVTOL 10 is simulated, causing the test chamber temperature Ta and test chamber pressure Pa to gradually increase.

[0210] In the motor 61 test, it is confirmed whether the motor output MO in the later period TD3 is high enough to fall within the normal range. If the motor output MO in the later period TD3 is high enough to fall within the normal range, it indicates that even if the motor temperature Tm rises during the eVTOL 10's takeoff and then decreases during the eVTOL 10's cruise, the motor 61 will operate normally when the eVTOL 10 lands. In tests in which the motor 61 is pre-driven, it is thought that the motor output MO in the later period TD3 is likely to fall within the normal range due to factors such as the motor temperature Tm becoming higher than the test chamber temperature Ta, as the motor 61 is warmed up during the pre-period TDP.

[0211] Next, we will explain the test in which motor 61 is not pre-driven, referring to Figure 16. In this case, similar to the test in which pre-driven is performed, the early mode starts at timing t11 and the mid-mode starts at timing t12. After that, the late mode starts at timing t14 without pre-driven. In the late period TD3, unlike the test in which pre-driven is performed, the motor 61 is started to run when the motor temperature Tm and refrigerant temperature Tr are low, about the same as the test chamber temperature Ta. Even in this state, the fact that the motor output MO is high enough to fall within the normal range indicates that the motor 61 is running normally.

[0212] According to this embodiment, the state of the motor 61 is measured in each of the following periods: the early period TD1, the middle period TD2, and the late period TD3. Therefore, after the motor temperature Tm rises due to the operation of the motor 61 in the early period TD1, and then decreases when the motor 61 is stopped from operating in the middle period TD2, the state of the motor 61 can be measured again when it is driven in the late period TD3. Moreover, the environment of the test space 101a is adjusted in each of the early period TD1, the middle period TD2, and the late period TD3. Therefore, the state of the motor 61 can be measured after the situation in which the eVTOL 10 equipped with the motor 61 is in flight is simulated in the early period TD1, the middle period TD2, and the late period TD3. Thus, highly accurate information regarding the operation of the motor 61 can be obtained.

[0213] According to this embodiment, the test chamber temperature Ta in the intermediate period TD2 is lower than the test chamber temperature Ta at the start of the initial period TD1. Therefore, the test chamber temperature Ta in the intermediate period TD2 can reproduce the outside air temperature Tout when the eVTOL 10 is cruising after takeoff. Thus, in the intermediate period TD2, the motor 61 can be tested in an environment that simulates the cruising of the eVTOL 10.

[0214] According to this embodiment, the test chamber temperature Ta during the medium term TD2 is adjusted to 0°C or lower. Therefore, during the medium term TD2, it is possible to simulate a situation where the eVTOL 10 is cruising at an altitude high enough that the ambient temperature Tout is 0°C or lower. Consequently, during the medium term TD2, the motor 61 can be tested in an environment that simulates the eVTOL 10 cruising at a high altitude.

[0215] In electric aircraft such as the eVTOL 10, the drive motors, such as motor 61, are driven during takeoff and landing, and the drive motors are sometimes stopped during level flight. Such motors follow a drive pattern where they are driven during takeoff, stopped during level flight, and restarted during landing. When this drive pattern is simulated on the ground using evaluation equipment such as the test device 100, the early mode corresponds to the takeoff mode, the mid-term mode corresponds to the cruise mode, and the late mode corresponds to the landing mode. When the drive motors are restarted during landing after being stopped for a long period during level flight, the drive motors are driven in a very cold state. In particular, the temperature at high altitudes is often lower than on the ground. When the temperature of the drive motors is low, the back electromotive force increases, making it difficult to produce output from the drive motors. Therefore, it is desirable to reproduce such conditions and confirm that the appropriate output can be produced.

[0216] According to this embodiment, the test chamber temperature Ta at the start of the later period TD3 is lower than the test chamber temperature Ta at the start of the earlier period TD1. Therefore, the test chamber temperature Ta in the later period TD3 can reproduce the ambient temperature Tout when the eVTOL 10 takes off and lands. Thus, in the earlier period TD1 and the later period TD3, the motor 61 can be tested in an environment that simulates the takeoff and landing of the eVTOL 10 using the test chamber temperature Ta.

[0217] According to this embodiment, the test chamber temperature Ta gradually decreases during the initial period TD1. Therefore, the test chamber temperature Ta during the initial period TD1 can reproduce the ambient temperature Tout when the eVTOL 10 takes off. Consequently, during the initial period TD1, the motor 61 can be tested in an environment that simulates the eVTOL 10's takeoff using the test chamber temperature Ta.

[0218] According to this embodiment, the test chamber temperature Ta gradually rises during the later period TD3. Therefore, the test chamber temperature Ta during the later period TD3 can reproduce the ambient temperature Tout when the eVTOL 10 lands. Consequently, during the later period TD3, the motor 61 can be tested in an environment that simulates the landing of the eVTOL 10 using the test chamber temperature Ta.

[0219] According to this embodiment, the test chamber temperature Ta is adjusted by controlling the drive of the environmental control device 103. Therefore, the test chamber temperature Ta can be adjusted by the environmental control device 103 to simulate the changes in the outside air temperature Tout when the eVTOL 10 is in flight.

[0220] According to this embodiment, the test chamber pressure Pa at the start of the later period TD3 is lower than the test chamber pressure Pa at the start of the earlier period TD1. Therefore, the test chamber pressure Pa in the later period TD3 can reproduce the external air pressure when the eVTOL 10 takes off and lands. Thus, in the earlier period TD1 and the later period TD3, the motor 61 can be tested in an environment that simulates the takeoff and landing of the eVTOL 10 using the test chamber pressure Pa.

[0221] In this embodiment, the test chamber pressure Pa gradually decreases during the initial period TD1. Therefore, the test chamber pressure Pa during the initial period TD1 can reproduce the external air pressure when the eVTOL 10 takes off. Consequently, during the initial period TD1, the motor 61 can be tested in an environment that simulates the takeoff of the eVTOL 10 using the test chamber pressure Pa.

[0222] In this embodiment, the test chamber pressure Pa gradually increases during the later period TD3. Therefore, the test chamber pressure Pa during the later period TD3 can reproduce the external air pressure when the eVTOL 10 lands. Consequently, during the later period TD3, the motor 61 can be tested in an environment that simulates the landing of the eVTOL 10 using the test chamber pressure Pa.

[0223] According to this embodiment, the test chamber pressure Pa is adjusted by controlling the drive of the environmental control device 103. Therefore, the test chamber temperature Ta can be adjusted by the environmental control device 103 to simulate the changes in external pressure when the eVTOL 10 is in flight.

[0224] According to this embodiment, the test chamber temperature Ta and test chamber pressure Pa at the start of the later period TD3 are lower than those at the start of the earlier period TD1. Therefore, in the earlier period TD1 and the later period TD3, the accuracy of simulating the takeoff and landing of the eVTOL 10 can be improved by using two parameters, the test chamber temperature Ta and the test chamber pressure Pa. For example, since the earlier mode starts on the ground and the later mode starts in the air, the respective temperatures and pressures can be simulated.

[0225] According to this embodiment, the late voltage Vs3 for driving the motor 61 in the late period TD3 is lower than the early voltage Vs1 for driving the motor 61 at the start of the early period TD1. Therefore, the late voltage Vs3 makes it possible to reproduce the situation in which the battery voltage Vb decreases due to the eVTOL 10 cruising for a relatively long time after takeoff by lowering the supply voltage Vs to the late voltage Vs3. Thus, in the late period TD3, the motor 61 can be tested in an environment that simulates the landing of the eVTOL 10 by the supply voltage Vs. For example, in a situation in which the eVTOL 10 has cruised for a relatively long time, the battery voltage Vb tends to decrease due to the consumption of power in the battery 31 and the resulting decrease in the remaining battery charge Eb.

[0226] According to this embodiment, the supply voltage Vs is adjusted by controlling the drive of the power supply unit 107. Therefore, the supply voltage Vs can be adjusted by the power supply unit 107 to simulate the change in battery voltage Vb when the eVTOL 10 is in flight.

[0227] According to this embodiment, the test chamber temperature Ta, test chamber atmospheric pressure Pa, and supply voltage Vs at the start of the later period TD3 are lower than those at the start of the earlier period TD1. Therefore, in both the earlier period TD1 and the later period TD3, the accuracy of simulating the takeoff and landing of the eVTOL 10 can be improved by using these three parameters: test chamber temperature Ta, test chamber atmospheric pressure Pa, and supply voltage Vs.

[0228] According to this embodiment, the state of the motor 61 is measured during the pre-period TDP, which is after the mid-period TD2 when the motor 61 is driven. Therefore, after the motor 61 has been stopped for a relatively long time during the mid-period TD2, the state of the motor 61, which was started in the pre-period TDP before the late-period TD3 began, can be measured. Moreover, the environment of the test space 101a is adjusted during the pre-period TDP. Therefore, the state of the motor 61 can be measured after the pre-period TDP simulates the situation in which the lift EPU 51 was pre-driven while the eVTOL 10 was cruising.

[0229] According to this embodiment, the power factor of the motor 61 during the pre-period TDP is lower than that of the motor 61 during the early period TD1 and the motor 61 during the later period TD3. Therefore, the situation in which the power factor of the motor 61 is lowered in order to actively raise the motor temperature Tm when pre-driving the lift EPU 51 can be reproduced by the power factor of the motor 61 during the pre-period TDP.

[0230] In pre-mode, the motor output is suppressed while current is passed through the coil 62a to heat it. In pre-mode, the control of the test device 100 and the switching control of the inverter circuit 85 are performed so that the current phase is deliberately set to one in which the motor output is less likely to be generated.

[0231] It is assumed that before the eVTOL 10 lands, a motor warm-up mode called a pre-drive mode is performed to warm up the motor 61. In this case, in normal drive modes such as takeoff mode and cruise mode, the supply voltage Vs is controlled to maximize efficiency. In contrast, when warming up the motor in pre-drive mode, the motor may be heated by supplying current in a way that does not increase the output of the motor 61. This assumption can be realized in the motor 61 test.

[0232] <Second Embodiment> In the first embodiment described above, the motor 61 is the test subject 120. In contrast, in the second embodiment, the EPU 50 may be the test subject 120. Configurations, operations, and effects not specifically described in the second embodiment are the same as in the first embodiment described above. The second embodiment will be described mainly in terms of the differences from the first embodiment described above.

[0233] In this embodiment, as shown in Figure 17, the EPU 50 is installed in the test chamber 101 as the test subject 120. That is, in addition to the motor device 60, the inverter device 80 is also designated as the test subject 120. For example, the lift EPU 51 is designated as the test subject. In this embodiment, the state of the EPU 50 is measured in each of the early period TD1, the middle period TD2, and the late period TD3. Therefore, after the motor temperature Tm rises due to the driving of the motor 61 in the early period TD1, and then decreases when the motor 61n is stopped driving in the middle period TD2, the state of the EPU 50 can be measured when it is driven again in the late period TD3. Thus, highly accurate information regarding the driving of the EPU 50 can be obtained.

[0234] <Other Embodiments> The disclosures in this specification are not limited to the exemplary embodiments. The disclosures encompass the exemplary embodiments and variations thereof by those skilled in the art. For example, the disclosures are not limited to the combinations of parts and elements shown in the embodiments, but can be implemented in various variations. The disclosures can be implemented in a variety of combinations. The disclosures may have additional parts that can be added to the embodiments. The disclosures encompass embodiments in which parts and elements have been omitted. The disclosures encompass substitutions or combinations of parts and elements between one embodiment and another. The scope of the disclosed technical field is not limited to the descriptions of the embodiments. The scope of the disclosed technical field is indicated by the claims and should be understood to include all modifications within the meaning and scope equivalent to the claims.

[0235] In each of the above embodiments, at least one of the early mode, mid-mode, pre-mode, and late mode may be omitted during the test of the motor 61. For example, the early mode may be omitted. In the test of the motor 61, it is sufficient to simulate the actual outside air temperature Tout, external pressure, and voltage supplied to the motor 61 during landing. That is, after leaving the motor 61 in a stopped state until the motor temperature Tm stabilizes near the ambient temperature, the drive should be started with test chamber pressure Pa, supply voltage Vs, and refrigerant temperature Tr that simulate the start of the late mode. The ambient temperature at which the motor temperature Tm stabilizes is included in the predetermined low-temperature evaluation conditions. Furthermore, leaving the motor until the motor temperature Tm stabilizes near the ambient temperature is equivalent to performing the mid-mode.

[0236] In each of the above embodiments, it is desirable to perform the cooling of the motor 61 by the cooling device 106 and the cooler 65 in the actual operating environment of an aircraft as much as possible. In the case of a liquid cooling system that circulates a liquid coolant such as water or oil, there may be systems that stop the circulation of the coolant when the motor is stopped and systems that continue the circulation. If the circulation of the coolant is stopped in the middle mode after both the motor 61 and the coolant have warmed up in the early mode, heat dissipation from the coolant is suppressed. If the circulation of the coolant is not stopped in the middle mode, heat dissipation from the coolant is promoted. Therefore, the motor temperature Tm at the start of the late mode depends on the state of the coolant during the middle mode, so it is good to evaluate it in the actual usage on an aircraft or in several assumed patterns. In air cooling systems as well, it depends on whether or not the cooling fan is operated when the motor is stopped.

[0237] In each of the above embodiments, the environment of the test chamber 101 may be adjusted in any way. For example, the test chamber temperature Ta and the test chamber pressure Pa may be set to a constant value during evaluation. When the eVTOL 10 is in flight, the outside air temperature Tout and outside pressure change with altitude, so faithfully reproducing them would be closer to the actual operating environment. However, since the flight altitude assumed for the eVTOL 10 is relatively low, around several hundred meters, the temperature difference with the ground is only a few degrees, and the pressure difference is only a few kPa. If it has been confirmed that such a difference does not affect the evaluation results, there is no need to change them during evaluation.

[0238] For example, the test control device 110 may control the environmental control device 103, etc., so that the environment of the test chamber 101 does not change during the early period TD1, the middle period TD2, the pre-period TDP, and the late period TD3. For example, the test control device 110 may control the environmental control device 103, etc., so that the test chamber temperature Ta and the test chamber pressure Pa do not change during the early period TD1, the middle period TD2, the pre-period TDP, and the late period TD3. Alternatively, the environmental control device 103, etc., may be controlled so that the test chamber temperature Ta in the middle period TD2 is higher than the test chamber temperature Ta in the early period TD1 and the test chamber temperature Ta in the late period TD3.

[0239] In each of the above embodiments, the test control device 110 or the user may adjust the environment of the test room 101 without using the environmental adjustment device 103. For example, the test control device 110 or the user may adjust the test room temperature Ta, etc., by introducing outside air into the test room 101 by opening a window or driving a ventilation fan.

[0240] In each of the above embodiments, at least a portion of the test method executed by the test control device 110 may be performed manually by the user. For example, the operation of driving the motor 61 in the initial drive process may be performed by the user adjusting the supply voltage Vs, etc., through input operations.

[0241] In each of the above embodiments, the test control device 110 may control the environmental control device 103 so that the test room temperature Ta during the medium period TD2 is higher than 0 [°C] or lower. Alternatively, the environmental control device 103 may be controlled so that the test room temperature Ta is even lower than 0 [°C].

[0242] In each of the above embodiments, the test chamber temperature Ta during the motor 61 test may be adjusted to fall within the motor 61's guaranteed temperature range. The motor 61's guaranteed temperature range is the temperature range that guarantees the motor 61's normal operation. The test chamber temperature Ta, which is the ambient temperature of the motor 61, is set according to the motor 61's guaranteed temperature range. For example, the test chamber temperature Ta is set to reproduce low-temperature conditions equivalent to or lower than the lowest temperature within the motor 61's guaranteed temperature range. The lowest temperature within the motor 61's guaranteed temperature range is, for example, -40°C.

[0243] In each of the above embodiments, at least a portion of the program stored in the memory 113 may be rewritten via wireless communication such as OTA. OTA is an abbreviation for Over the Air.

[0244] In each of the above embodiments, the vertical take-off and landing aircraft equipped with the motor 61 and EPU 50 may be an electrically powered vertical take-off and landing aircraft in which at least one propeller 20 is driven by at least one EPU 50. For example, one propeller 20 may be driven by multiple EPUs 50, or multiple propellers 20 may be driven by one EPU 50.

[0245] In each of the above embodiments, the aircraft on which the motor 61 and EPU 50 are mounted does not have to be a vertical take-off and landing aircraft, as long as it is electrically powered. For example, the aircraft may be an electric aircraft capable of taking off and landing with a runway. Furthermore, 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. The unmanned aircraft may have a crew compartment 14 or it may not have a crew compartment 14. Also, the pilot may remotely control the aircraft. The eVTOL 10 may be referred to as a manned aircraft even if it does not carry a person, as long as it is capable of carrying a person.

[0246] In each of the above embodiments, the mobile body on which the motor 61 and EPU 50 are mounted does not have to be an aircraft, as long as it can be moved by the rotation of a rotating body. For example, the mobile body may be a vehicle, a ship, construction machinery, or agricultural machinery. For example, if the mobile body is a vehicle or construction machinery, the rotating body may be a wheel for movement, and the output shaft may be an axle. If the mobile body is a ship, the rotating body may be a screw propeller for propulsion, and the output shaft may be a propeller shaft.

[0247] In each of the above embodiments, the test control device 110 is provided by a control system including at least one computer. The control system includes at least one hardware processor. If this processor is referred to as a hardware processor, the hardware processor can be provided by (i), (ii), or (iii) below.

[0248] (i) A hardware processor may be a hardware logic circuit. In this case, the computer is provided by a digital circuit that includes a number of programmed logic units (gate circuits). The digital circuit may include memory that stores at least one of the program and / or 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.

[0249] (ii) A 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. Memory is also referred to as a storage medium. Memory is a non-transitional and substantial storage medium that non-temporarily stores “at least one of a program and data” that is readable by the processor.

[0250] (iii) The hardware processor may be a combination of (i) and (ii) above. (i) and (ii) may be located on different chips or on a common chip.

[0251] In other words, at least one of the means and functions provided by the test control device 110 can be provided by hardware alone, software alone, or a combination thereof.

[0252] (Disclosure of Technical Ideas) This specification discloses several technical ideas as described in the following paragraphs. Some paragraphs may be written in a multiple dependent form, where subsequent paragraphs optionally refer to preceding paragraphs. Furthermore, some paragraphs may be written in a multiple dependent form, where they refer to other multiple dependent forms. These paragraphs written in multiple dependent forms define several technical ideas.

[0253] (Technical Concept 1) A test method for testing the driving state of a motor (61), comprising: an early step (S601) of driving the motor during an early period (TD1); an intermediate step (S701) of stopping the driving of the motor during an intermediate period (TD2) after the early period; a late step (S901) of driving the motor during a late period (TD3) after the intermediate period; an environmental step (S602, S603, S702, S703, S902, S903) of adjusting the environment of a test space (101a) in which the motor is installed during each of the early period, the intermediate period, and the late period; and a measurement step (S604, S704, S904) of measuring the state of the motor during each of the early period, the intermediate period, and the late period.

[0254] (Technical idea 2) A motor test method according to technical idea 1, wherein the environmental step includes a medium-term temperature control step (S702) that adjusts the temperature such that the temperature (Ta) of the test space during the medium-term period is lower than the temperature at the start of the earlier period.

[0255] (Technical idea 3) The motor test method according to technical idea 1, wherein the environmental step is a medium-term temperature control step (S702) which adjusts the temperature so that the temperature (Ta) of the test space during the medium-term period is 0 [°C] or less.

[0256] (Technical Idea 4) A motor test method according to any one of Technical Ideas 1 to 3, wherein the environmental step includes a late temperature control step (S902) that adjusts the temperature such that the temperature (Ta) of the test space at the start of the late period is lower than the temperature at the start of the early period.

[0257] (Technical idea 5) The motor test method according to technical idea 4, wherein the environmental step includes an early temperature control step (S602) that adjusts the temperature so that the temperature gradually decreases during the early period.

[0258] (Technical idea 6) The motor test method according to technical idea 5, wherein the late temperature control step adjusts the temperature so that the temperature gradually rises during the late period.

[0259] (Technical Idea 7) A motor test method according to any one of Technical Ideas 1 to 6, wherein the environmental step includes a temperature control step (S602, S702, S902) that controls the drive of a temperature control device (103) capable of adjusting the temperature (Ta) of the test space, thereby adjusting the temperature.

[0260] (Technical Idea 8) A motor test method according to any one of Technical Ideas 1 to 7, wherein the environmental step includes a late pressure adjustment step (S903) which adjusts the atmospheric pressure such that the atmospheric pressure (Pa) in the test space at the start of the late period is lower than the atmospheric pressure at the start of the early period.

[0261] (Technical Idea 9) A motor test method according to any one of Technical Ideas 1 to 8, wherein the environmental step includes a pressure adjustment step (S603, S703, S903) which adjusts the air pressure by controlling the drive of a pressure adjustment device (103) capable of adjusting the air pressure (Pa) of the test space.

[0262] (Technical idea 10) A motor test method according to any one of technical ideas 1 to 9, wherein the later step is to adjust the later voltage (Vs3) for driving the motor during the later period to be lower than the earlier voltage (Vs1) for driving the motor at the start of the earlier period.

[0263] (Technical idea 11) The motor test method according to technical idea 10, wherein the later step adjusts the later voltage by controlling the drive of a power supply device (107) capable of adjusting the voltage (Vs) for driving the motor.

[0264] (Technical Idea 12) A motor test method according to any one of Technical Ideas 1 to 11, wherein the environmental step comprises: a late temperature control step (S902) which adjusts the temperature so that the temperature (Ta) of the test space at the start of the late period is lower than the temperature at the start of the early period; and a late pressure control step (S903) which adjusts the atmospheric pressure (Pa) of the test space at the start of the late period is lower than the atmospheric pressure at the start of the early period.

[0265] (Technical idea 13) The motor test method according to technical idea 12, wherein the later step is to adjust the later voltage (Vs3) for driving the motor during the later period to be lower than the earlier voltage (Vs1) for driving the motor at the start of the earlier period.

[0266] (Technical idea 14) A motor test method according to any one of technical ideas 1 to 13, comprising: a pre-step (S801) for driving the motor during a pre-period (TDP) after the medium-term period; an environmental step for adjusting the environment of the test space during the pre-period; and a measurement step for measuring the output of the motor during the pre-period.

[0267] (Technical idea 15) The motor test method according to technical idea 14, wherein the pre-step controls the drive of the motor such that the power factor of the motor during the pre-period is lower than the power factor of the motor during the earlier period and the power factor of the motor during the later period.

[0268] (Technical Idea 16) A manufacturing method for a motor (61) that manufactures the motor by testing the driving state of the motor, comprising: an early step (S601) of driving the motor during an early period (TD1); an intermediate step (S701) of stopping the driving of the motor during an intermediate period (TD2) after the early period; a late step (S901) of driving the motor during a late period (TD3) after the intermediate period; an environmental step (S602, S603, S702, S703, S902, S903) of adjusting the environment of a test space (101a) in which the motor is installed during each of the early period, the intermediate period and the late period; and a measurement step (S604, S704, S904) of measuring the state of the motor during each of the early period, the intermediate period and the late period.

[0269] (Technical Concept 17) A test control device (110) for controlling a test apparatus (100) for testing the driving state of a motor (61), comprising: an early period unit (S601) for driving the motor during an early period (TD1); an intermediate period unit (S701) for stopping the driving of the motor during an intermediate period (TD2) after the early period; a late period unit (S901) for driving the motor during an intermediate period (TD3) after the intermediate period; an environmental unit (S602, S603, S702, S703, S902, S903) for adjusting the environment of the test space (101a) in which the motor is installed during each of the early period, intermediate period, and late period; and a measurement unit (S604, S704, S904) for measuring the state of the motor during each of the early period, intermediate period, and late period.

[0270] (Technical Idea 18) A test control program (114) used in a test apparatus (100) for testing the driving state of a motor (61), comprising: an early period section (S601) that drives the motor during an early period (TD1); an intermediate period section (S701) that stops the driving of the motor during an intermediate period (TD2) after the early period; a late period section (S901) that drives the motor during an intermediate period (TD3) after the intermediate period; an environment section (S602, S603, S702, S703, S902, S903) that adjusts the environment of the test space (101a) in which the motor is installed during each of the early period, intermediate period and late period; and a measurement section (S604, S704, S904) that measures the state of the motor during each of the early period, intermediate period and late period. A test control program that causes at least one processing unit (112) to execute the following.

Claims

A test method for testing the driving state of a motor (61), The preceding step (S601) involves driving the motor during the preceding period (TD1), After the aforementioned initial period, in the intermediate period (TD2), there is an intermediate step (S701) in which the motor is stopped, After the aforementioned medium-term period, a later step (S901) is performed in the later period (TD3) to drive the motor, In each of the aforementioned early period, middle period, and late period, there are environmental steps (S602, S603, S702, S703, S902, S903) to adjust the environment of the test space (101a) where the motor is installed, In each of the aforementioned early period, middle period, and late period, a measurement step (S604, S704, S904) is performed to measure the state of the motor, A test method for motors equipped with [a specific feature / feature]. 　 The aforementioned environmental step is, A medium-term temperature control step (S702) to adjust the temperature such that the temperature (Ta) of the test space during the medium-term period is lower than the temperature at the start of the earlier period. A motor testing method according to claim 1, comprising: 　 The aforementioned environmental step is, A medium-term temperature control step (S702) to adjust the temperature so that the temperature (Ta) of the test space during the medium-term period is 0 [°C] or less. A motor testing method according to claim 1, comprising: 　 The aforementioned environmental step is, A late-period temperature control step (S902) to adjust the temperature such that the temperature (Ta) of the test space at the start of the late-period is lower than the temperature at the start of the early-period, A motor testing method according to claim 1, comprising: 　 The aforementioned environmental step is, A preliminary temperature control step (S602) to adjust the temperature so that the temperature gradually decreases during the aforementioned preliminary period, A motor testing method according to claim 4, comprising: 　 The motor testing method according to claim 5, wherein the later temperature control step adjusts the temperature so that the temperature gradually rises during the later period. 　 The aforementioned environmental step is, Temperature control steps (S602, S702, S902) to adjust the temperature (Ta) of the test space by controlling the drive of a temperature control device (103) capable of adjusting the temperature (Ta), A motor testing method according to claim 1, comprising: 　 The aforementioned environmental step is, A late pressure adjustment step (S903) to adjust the atmospheric pressure such that the atmospheric pressure (Pa) in the test space at the start of the late period is lower than the atmospheric pressure at the start of the early period. A motor testing method according to claim 1, comprising: 　 The aforementioned environmental step is, The pressure adjustment steps (S603, S703, S903) are performed by controlling the drive of a pressure adjustment device (103) that can adjust the air pressure (Pa) of the test space, thereby adjusting the air pressure. A motor testing method according to claim 1, comprising: 　 The aforementioned later step is, A motor testing method according to claim 1, wherein the late voltage (Vs3) for driving the motor during the late period is adjusted to be lower than the early voltage (Vs1) for driving the motor at the start of the early period. 　 The aforementioned later step is, A motor testing method according to claim 10, wherein the late voltage is adjusted by controlling the drive of a power supply device (107) capable of adjusting the voltage (Vs) for driving the motor. 　 The aforementioned environmental step is, A late-period temperature control step (S902) is performed to adjust the temperature such that the temperature (Ta) of the test space at the start of the late-period is lower than the temperature at the start of the early-period, A late pressure adjustment step (S903) is performed to adjust the atmospheric pressure so that the atmospheric pressure (Pa) in the test space at the start of the late period is lower than the atmospheric pressure at the start of the early period. A motor testing method according to claim 1, comprising: 　 The aforementioned later step is, A motor testing method according to claim 12, wherein the late voltage (Vs3) for driving the motor during the late period is adjusted to be lower than the early voltage (Vs1) for driving the motor at the start of the early period. 　 After the aforementioned medium-term period, a pre-step (S801) is performed to drive the motor during the pre-period (TDP). Equipped with, The aforementioned environmental step involves adjusting the environment of the test space during the pre-period, The motor test method according to claim 1, wherein the measurement step is to measure the output of the motor during the pre-period. 　 The motor testing method according to claim 14, wherein the pre-step controls the drive of the motor such that the power factor of the motor during the pre-period is lower than the power factor of the motor during the earlier period and the power factor of the motor during the later period. A manufacturing method for producing a motor (61) by testing the driving state of the motor, The preceding step (S601) involves driving the motor during the preceding period (TD1), After the aforementioned initial period, in the intermediate period (TD2), there is an intermediate step (S701) in which the motor is stopped, After the aforementioned medium-term period, a later step (S901) is performed in the later period (TD3) to drive the motor, In each of the aforementioned early period, middle period, and late period, there are environmental steps (S602, S603, S702, S703, S902, S903) to adjust the environment of the test space (101a) where the motor is installed, In each of the aforementioned early period, middle period, and late period, a measurement step (S604, S704, S904) is performed to measure the state of the motor, A method for manufacturing a motor equipped with the necessary components. A test control device (110) for controlling a test device (100) for testing the driving state of a motor (61), The initial section (S601) drives the motor during the initial period (TD1), After the aforementioned initial period, the intermediate period (TD2) includes an intermediate section (S701) that stops the motor from driving, After the aforementioned medium-term period, the late-term section (S901) drives the motor during the late-term period (TD3), In each of the aforementioned early period, middle period, and late period, an environmental unit (S602, S603, S702, S703, S902, S903) adjusts the environment of the test space (101a) where the motor is installed, In each of the aforementioned early period, middle period, and late period, there is a measuring unit (S604, S704, S904) that measures the state of the motor, A test control device equipped with the following features. A test control program (114) used in a test device (100) for testing the driving state of a motor (61), The initial section (S601) drives the motor during the initial period (TD1), After the aforementioned initial period, the intermediate period (TD2) includes an intermediate section (S701) that stops the motor from driving, After the aforementioned medium-term period, the late-term section (S901) drives the motor during the late-term period (TD3), In each of the aforementioned early period, middle period, and late period, an environmental unit (S602, S603, S702, S703, S902, S903) adjusts the environment of the test space (101a) where the motor is installed, In each of the aforementioned early period, middle period, and late period, there is a measuring unit (S604, S704, S904) that measures the state of the motor, A test control program that causes at least one processing unit (112) to execute the following.

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