JP2021118573A - Motor control system - Google Patents

Abstract

To control an inverter circuit even when at least one of a motor current sensor and a voltage sensor has an abnormality.SOLUTION: A motor control system 10 includes an inverter circuit 11, an inverter control unit 121 that controls operation of the inverter circuit, a motor current acquisition unit 122 that acquires a current value detected by a motor current sensor 13, an input voltage acquisition unit 123 that acquires the value of an input voltage to the inverter circuit detected by a voltage sensor 14, and an abnormality information acquisition unit 127 that acquires abnormality information indicating occurrence of an abnormality in at least one of the motor current sensor and the voltage sensor. When the abnormality information acquisition unit acquires abnormality information, a control value that is usable for control of the inverter circuit is acquired from a device separated from the motor control system, and the acquired control value is used to control the inverter circuit.SELECTED DRAWING: Figure 3

Description

The present disclosure relates to a motor control system.

In recent years, with the electrification of moving bodies such as aircraft, vehicles, and ships, a motor control system for controlling a motor is mounted on the moving body and used. For example, a motor control system is a moving body for controlling a rotary wing of an electric aircraft such as eVTOL (electric Vertical Take-Off and Landing aircraft), a screw of a ship, and a motor for rotationally driving a wheel of a vehicle or a train. It may be installed in. The motor control system is configured as, for example, a system including an inverter circuit that supplies electric power to the motor and an inverter control unit that controls the operation of the inverter circuit. In such a motor control system, it is desired to perform motor failure diagnosis. In Patent Document 1, as a method of diagnosing a failure of a motor, the presence or absence of a failure is determined by detecting the phase current flowing through the motor by a vector control circuit and the presence or absence of a predetermined feature (presence or absence of a signal of a specific frequency) in the detected phase current. Judged.

Japanese Unexamined Patent Publication No. 2005-49178

Patent Document 1 does not consider the case where a sensor for detecting phase current (hereinafter, referred to as "motor current sensor") such as a vector controller is abnormal. Therefore, if the motor current sensor is abnormal, it is not possible to diagnose the failure of the motor. In addition, when the motor current sensor is abnormal, there is also a problem that the inverter circuit cannot be feedback-controlled by using the current value detected by the motor current sensor. Such a problem is not limited to the motor current sensor, but is also common when the voltage sensor that detects the input voltage from the battery device to the inverter circuit is abnormal. Therefore, a technique capable of controlling the inverter circuit is desired even when at least one of the motor current sensor and the voltage sensor is abnormal.

As one embodiment of the present disclosure, a motor control system (10) for controlling a motor (20) connected to a rotary blade (30) is provided. This motor control system converts the DC voltage supplied from the battery device (70) into an AC voltage and supplies the inverter circuit (11) to the motor, and the inverter control unit (121) that controls the operation of the inverter circuit. The motor current acquisition unit (122) that acquires the current value of the current flowing through the motor detected by the motor current sensor (13), and the voltage of the input voltage to the inverter circuit detected by the voltage sensor (14). The input voltage acquisition unit (123) for acquiring a value and an abnormality information acquisition unit (127) for acquiring abnormality information indicating the occurrence of an abnormality of at least one of the motor current sensor and the voltage sensor are provided. When the abnormality information is acquired by the abnormality information acquisition unit, the inverter control unit acquires a control value that can be used for controlling the inverter circuit from a device different from the motor control system, and the acquired control value is obtained. The inverter circuit is controlled by using the control value.

According to this form of motor control system, when abnormality information indicating the occurrence of at least one of the motor current sensor and the voltage sensor is acquired, a device different from the motor control system can control the inverter circuit. Since the available control values are acquired and the acquired control values are used to control the inverter circuit, the inverter circuit can be controlled even when at least one of the motor current sensor and the voltage sensor is abnormal. ..

The present disclosure can also be realized in various forms. For example, in the form of a moving body equipped with a motor control system, an electric aircraft, a vehicle and a ship, a motor control method, a computer program for realizing these devices and methods, a non-temporary recording medium on which such a computer program is recorded, and the like. It can be realized.

It is a top view which shows typically the structure of the electric aircraft to which the motor control system as one Embodiment of this disclosure is applied. It is a block diagram which shows the functional structure of an electric aircraft. It is explanatory drawing which shows typically the electrical connection in a motor, a motor control system and a battery device. It is a flowchart which shows the procedure of the motor control processing in 1st Embodiment. It is explanatory drawing which shows the detailed procedure of step S115 in 1st Embodiment. It is explanatory drawing which shows the detailed procedure of step S204 in 1st Embodiment. It is explanatory drawing which shows the procedure of normal control. It is explanatory drawing which shows the detailed procedure of steps S120 and S125 in 1st Embodiment. It is explanatory drawing which shows the detailed procedure of steps S120 and S125 in 2nd Embodiment. It is explanatory drawing which shows the detailed procedure of steps S120, S122, S123 and S125 in 3rd Embodiment. It is explanatory drawing which shows the detailed procedure of step S204 in 4th Embodiment.

A. First Embodiment:
A1. Device configuration:
The electric aircraft 200 shown in FIG. 1 is also called an eVTOL (electric Vertical Take-Off and Landing aircraft), and is a manned aircraft capable of taking off and landing in the vertical direction and propulsion in the horizontal direction. The electric aircraft 200 includes an airframe 210, eight rotors 30, eight motors 20 and motor control systems 10 arranged corresponding to each rotor.

The airframe 210 corresponds to the portion of the electric aircraft 200 excluding the eight rotors 30, the motor 20, and the motor control system 10. The airframe 210 includes a main body 220, a main wing 250, and a tail 280.

The main body 220 constitutes the body portion of the electric aircraft 200. The main body 220 has a symmetrical configuration with the axis AX as the target axis. In the present embodiment, the "axis line AX" means an axis that passes through the center-of-gravity position CM of the electric aircraft 200 and is along the front-rear direction of the electric aircraft 200. Further, the "center of gravity position CM" means the position of the center of gravity of the electric aircraft 200 at the time of empty weight when no occupant is on board. A passenger compartment (not shown) is formed inside the main body 220.

The main wing 250 is composed of a right wing 260 and a left wing 270. The right wing 260 is formed so as to extend to the right from the main body 220. The left wing 270 is formed so as to extend to the left from the main body 220. Two rotor blades 30, a motor 20, and two motor control systems 10 are arranged on the right wing 260 and the left wing 270, respectively. The tail wing 280 is formed at the rear end of the main body 220.

Four of the eight rotors 30 are arranged in the center of the upper surface of the main body 220. These four rotors 30 mainly function as levitation rotors 31a to 31d for obtaining lift of the airframe 210. The levitation rotor 31a and the levitation rotor 31b are arranged at positions line-symmetrical with respect to the axis AX in front of the center of gravity position CM. The levitation rotor 31c and the levitation rotor 31d are arranged at positions line-symmetrical with respect to the axis AX, behind the center of gravity position CM. Two of the eight rotors 30 are located on the right wing 260 and the left wing 270. Specifically, the levitation rotor 31e is arranged on the upper surface of the tip of the right wing 260, and the levitation rotor 31f is arranged on the upper surface of the tip of the left wing 270.

Further, two of the eight rotors 30 are arranged on the right wing 260 and the left wing 270, respectively, and mainly function as propulsion rotary wings 32a and 32b for obtaining the horizontal propulsive force of the airframe 210. The propulsion rotor 32a arranged on the right wing 260 and the propulsion rotor 32b arranged on the left wing 270 are arranged at positions symmetrical with each other about the axis AX. The rotary blades 30 are rotationally driven independently of each other around their respective rotation axes (shaft 29, which will be described later). Each rotor 30 has three blades that are equidistant from each other.

As shown in FIG. 2, a total of eight motors 20 and a motor control system 10 corresponding to each rotor 30 are configured as a part of the electric drive system 100. The electric drive system 100 is a system that controls each motor 20 according to a preset flight program or maneuvering from the occupant or the outside to rotationally drive the rotary blade 30.

As shown in FIG. 3, in the present embodiment, the motor 20 is composed of a 4-pole 3-phase 6-coil brushless motor, and outputs rotational motion according to a voltage and a current supplied from an inverter circuit 11 described later. The motor 20 includes a stator 21, a rotor 23, and a permanent magnet 24. Six stator coils 22 are arranged side by side at equal intervals in the circumferential direction on the stator 21. The motor 20 is a so-called inner rotor type motor, and the rotor 23 is arranged radially inside the stator coil 22. A shaft 29 is joined to the axial center of the rotor 23. As shown in FIG. 3, the motor 20 is connected to the rotor blade 30 via a shaft 29. As shown in FIG. 2, the permanent magnet 24 is composed of a total of four magnets arranged on the outer peripheral surface of the rotor 23. In the permanent magnet 24, north poles and south poles are alternately arranged along the circumferential direction. The motor 20 may be configured by any motor such as an induction motor or a reluctance motor instead of the brushless motor.

The eight motor control systems 10 have substantially the same configuration as each other. The motor control system 10 is a system that controls the motor 20. As shown in FIGS. 2 and 3, each motor control system 10 includes an inverter circuit 11, a control device 12, a motor current sensor 13, a voltage sensor 14, and a rotation speed sensor 15.

As shown in FIG. 3, the inverter circuit 11 has a total of three legs provided in each of the U phase, the V phase, and the W phase. Each leg has two upper and lower arms including a switching element 111 and a circulating diode, and converts the DC voltage supplied from the battery device 70 described later into a three-phase AC voltage and supplies it to the motor 20. At this time, the inverter circuit 11 switches the switching element 111 at a duty ratio according to the control signal supplied from the control device 12. In the present embodiment, the switching element 111 is composed of a transistor which is a power element such as an IGBT (Insulated Gate Bipolar Transistor) or a MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor).

The control device 12 executes control for driving the motor 20. In the present embodiment, the control device 12 is composed of a computer having a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). As shown in FIG. 3, the CPU included in the control device 12 expands the control program stored in the ROM into the RAM and executes it, so that the inverter control unit 121, the motor current acquisition unit 122, and the input voltage acquisition unit 123 are executed. , The battery current acquisition unit 124, the battery voltage acquisition unit 125, the rotation speed acquisition unit 126, and the abnormality information acquisition unit 127.

The inverter control unit 121 controls the operation of the inverter circuit 11 by adjusting the control signal output to the inverter circuit 11. The motor current acquisition unit 122 acquires the current value of the phase current detected by the motor current sensor 13. The phase current means the current flowing through each of the U-phase, V-phase, and W-phase in the motor 20. The input voltage acquisition unit 123 acquires the voltage value of the input voltage input to the inverter circuit 11 from the battery device 70 detected by the voltage sensor 14. The battery current acquisition unit 124 acquires the current value detected by the battery current sensor 81 described later. The battery voltage acquisition unit 125 acquires the value of the output voltage of the battery device 70. As will be described later, the battery device 70 includes a battery voltage sensor 72, and the battery voltage acquisition unit 125 acquires a value detected by the battery voltage sensor 72. The rotation speed acquisition unit 126 acquires the rotation speed of the motor 20 detected by the rotation speed sensor 15.

The abnormality information acquisition unit 127 acquires information (hereinafter, referred to as “abnormality information”) indicating the occurrence of an abnormality in the motor current sensor 13 and the voltage sensor 14. In the present embodiment, the abnormality information acquisition unit 127 acquires abnormality information by diagnosing the presence or absence of an abnormality with the motor current sensor 13 and the voltage sensor 14 as diagnostic targets. As such an abnormality diagnosis method, any known method can be adopted. For example, the absolute value of the difference between the current value obtained from the torque command value (also referred to as “target torque”) input from the integrated control unit 120 described later to the control device 12 and the detected value of the motor current sensor 13 is obtained. If the absolute value of the difference exceeds a predetermined threshold value, it may be determined that the motor current sensor 13 is abnormal, and if it does not exceed the predetermined threshold value, it may be determined that the motor current sensor 13 is normal. Further, the range of the phase current detected when the motor 20 is normal is specified in advance, and when the motor current sensor 13 detects a current value exceeding the range, the motor current sensor 13 is abnormal. You may judge that. Further, for example, the relationship between the SOC (State Of Charge) of the battery 71 and the input voltage input from the battery device 70 to the inverter circuit 11 is obtained in advance by an experiment or the like and set as a table, and the battery device 70 is set. (More precisely, the SOC of the battery 71 described later is acquired from (microprocessor 73 described later), the value of the input voltage is specified by referring to the table, and the specified input voltage value and the voltage sensor 14 detect it. When the absolute value of the difference from the voltage value exceeds a predetermined threshold value, it may be determined that the voltage sensor 14 is abnormal. When the power of the motor control system 10 is turned on, the abnormality information acquisition unit 127 repeatedly diagnoses whether or not there is an abnormality in the motor current sensor 13 and the voltage sensor 14.

As shown in FIG. 3, the motor current sensor 13 is arranged in the power supply line of each phase between the inverter circuit 11 and the motor 20, and detects each phase current. The voltage sensor 14 detects the voltage value of the input voltage input from the battery device 70 to the inverter circuit 11. The rotation speed sensor 15 detects the position of the rotor 23 and the rotation speed of the motor 20.

As shown in FIG. 2, the electric drive system 100 includes an electric control ECU 110 in addition to the above-mentioned eight motors 20 and a motor control system 10. The electric control ECU 110 controls the electric drive system 100 as a whole. In the present embodiment, the electric control ECU 110 is composed of a computer (ECU) including a CPU, a ROM, and a RAM. The CPU included in the electric control ECU 110 functions as an integrated control unit 120 by expanding and executing a control program stored in advance in the ROM in the RAM.

The integrated control unit 120 controls each motor control system 10 according to a preset flight program, steering of the control stick by the user, or the like. At this time, the integrated control unit 120 periodically transmits a torque command value to each motor control system 10. The "torque command value" is a value that commands the output torque of the motor 20. In the present embodiment, the transmission interval of the torque command value is 100 msec (milliseconds). The period is not limited to 100 msec and may be any period. The torque command value corresponds to the target torque in the present disclosure.

As shown in FIG. 2, the electric aircraft 200 is equipped with various components for performing flight in addition to the electric drive system 100 described above. Specifically, the electric aircraft 200 is equipped with a sensor group 40, a user interface unit 50 (referred to as "UI unit" 50), a communication device 60, a battery device 70, and a battery current sensor 81. There is.

The sensor group 40 includes an altitude sensor 41, a position sensor 42, and a speed sensor 43. The altitude sensor 41 detects the current altitude of the electric aircraft 200. The position sensor 42 identifies the current position of the electric aircraft 200 as latitude and longitude. In the present embodiment, the position sensor 42 is configured by GNSS (Global Navigation Satellite System). As the GNSS, for example, GPS (Global Positioning System) may be used. The speed sensor 43 detects the speed of the electric aircraft 200.

The UI unit 50 supplies the occupants of the electric aircraft 200 with a user interface for controlling the electric aircraft 200 and monitoring the operating state. The user interface includes, for example, an operation input unit such as a keyboard and a button, a display unit such as a liquid crystal panel, and the like. The UI unit 50 is provided, for example, in the cockpit of the electric aircraft 200. The crew can use the UI unit 50 to change the operation mode of the electric aircraft 200 and execute an operation test of each motor control system 10.

The communication device 60 communicates with other electric aircraft, a control tower on the ground, and the like. The communication device 60 corresponds to, for example, a civilian VHF radio. In addition to the private VHF, the communication device 60 may be configured as a device that performs communication such as a wireless LAN specified in IEEE802.11 or a wired LAN specified in IEEE802.3.

The battery device 70 functions as one of the power supply sources in the electric aircraft 200. The battery device 70 supplies three-phase AC power to the motor 20 via the inverter circuit 11 of each motor control system 10. As shown in FIG. 3, the battery device 70 includes a battery 71, a battery voltage sensor 72, and a microprocessor 73. In the present embodiment, the battery 71 is composed of a lithium ion battery. The battery 71 may be composed of an arbitrary secondary battery such as a nickel hydrogen battery instead of the lithium ion battery, and may be replaced with the secondary battery or in addition to the secondary battery, such as a fuel cell or power generation. It may be configured by any power supply source such as a machine. The battery voltage sensor 72 detects the output voltage of the battery 71. The microprocessor 73 acquires the voltage value detected by the battery voltage sensor 72, and transmits the acquired voltage value in response to a request from each motor control system 10 (control device 12).

The battery current sensor 81 is provided in the power supply line between the battery device 70 and the motor control system 10 (inverter circuit 11). The battery current sensor 81 detects the current value supplied from the battery device 70 to each motor control system 10.

In the motor control system 10 having the above configuration, the motor 20 can be controlled even when the motor current sensor 13 or the voltage sensor 14 is abnormal by executing the motor control process described later.

A2. Motor control processing:
The motor control process shown in FIG. 4 is executed in each motor control system 10 when the power of the motor control system 10 is turned on. The motor control process means a process of controlling the operation of the motor 20.

The abnormality information acquisition unit 127 determines whether or not the motor current sensor 13 of each phase is abnormal (step S105). When it is determined that any one of the motor current sensors 13 is abnormal, that is, when the abnormality information indicating the occurrence of the abnormality of the motor current sensor 13 is acquired (step S105; YES), the inverter control unit 121 is normal. It is determined whether or not the number of motor current sensors 13 is 1 or more (step S110).

When it is determined that the number of normal motor current sensors 13 is 1 or more (step S110: YES), the inverter control unit 121 controls the inverter circuit 11 by using the value detected by the normal motor current sensor 13. (Step S115).

As shown in FIG. 5, step S115 includes steps S202, S204, S206 and S208. The inverter control unit 121 specifies the voltage phase θv based on the rotation speed of the motor 20 detected by the rotation speed sensor 15 and the torque command value input from the integrated control unit 120 (step S202). Further, the inverter control unit 121 specifies the voltage amplitude V (step S204). The detailed procedure of this step S204 will be described later.

When the voltage phase θv and the voltage amplitude V are specified, the inverter control unit 121 performs a three-phase conversion process from the specified voltage phase θv and the voltage amplitude V (step S206), and the target voltage value Vu of each phase is set. Find Vv and Vw. Specifically, the inverter control unit 121 first obtains the d-axis voltage Vd by the following formula (1), and the q-axis voltage Vq by the following formula (2).
Vd = Vcosθv ・ ・ ・ (1)
Vq = Vsinθv ・ ・ ・ (2)
Next, the inverter control unit 121 applies the d-axis voltage Vd and the q-axis voltage Vq to a known conversion formula (conversion matrix) to obtain the target voltages Vu, Vv, and Vw of each phase. Then, the inverter control unit 121 specifies the duty ratio when driving each phase based on the target voltage values Vu, Vv, and Vw, generates a control signal so as to have such a duty ratio, and outputs the control signal to each arm. (Step S208).

As shown in FIG. 6, the above-mentioned step S204 includes steps S212, S214, S216, S218, S220, and S222. The motor current acquisition unit 122 acquires the value detected by the normal motor current sensor 13 (step S212). When there are two normal motor current sensors 13, the motor current acquisition unit 122 acquires the current value detected by one of the motor current sensors 13. The inverter control unit 121 applies the current value acquired in step S212 to a known arithmetic expression to obtain the current amplitude value (step S214). In parallel with steps S212 and S214, the inverter control unit 121 acquires the torque command value T * from the integrated control unit 120 (step S216). The inverter control unit 121 applies the torque command value T * acquired in step S216 to a known arithmetic expression to obtain the d-axis target current value Id * and the q-axis target current value Iq * (step S218). The inverter control unit 121 applies the d-axis target current value Id * and the q-axis target current value Iq * obtained in step S218 to the following equation (3) to obtain the current amplitude value Iamp (step S220).

The inverter control unit 121 performs PI (Proportional-Integral) control so as to reduce the difference between the current amplitude value obtained in step S214 and the current amplitude value Imp obtained in step S220 (step S222). The voltage amplitude V is specified.

As shown in FIG. 4, when it is determined in step S105 above that each current sensor 13 is not abnormal (step S105: NO), the abnormality information acquisition unit 127 determines whether or not the voltage sensor 14 is abnormal. Determine (step S130). When it is determined that the voltage sensor 14 is not abnormal (step S130: NO), the inverter control unit 121 uses the value detected by the motor current sensor 13 of each phase and the value detected by the voltage sensor 14 to make the inverter circuit 11 (Step S135). This step S135 means control of the inverter circuit 11 in a normal state (hereinafter, referred to as “normal control”).

As shown in FIG. 7, in the control of the normal inverter circuit 11, the inverter control unit 121 acquires the torque command value T * from the integrated control unit 120 (step S402), and d based on the torque command value T *. The axis target current value Id * and the q-axis target current value Iq * are obtained (step S404). In parallel with this, the inverter control unit 121 acquires the current values Iu, Iv, and Iw detected by each motor current sensor 13 (step S406), and converts the obtained current values Iu, Iv, and Iw into known conversions. The d-axis current value Id and the q-axis current value Iq are obtained by the calculation applied to the equation (step S408). Then, PI control is executed so that the d-axis current value Id and the q-axis current value Iq approach the d-axis target current value Id * and the q-axis target current value Iq *, and the d-axis target voltage value Vd and q The shaft target voltage value Vq is obtained (step S410). The target voltage values Vu, Vv, and Vw of each phase are obtained by applying the d-axis target voltage value Vd and the q-axis target voltage value Vq thus obtained to a known conversion formula (step S412), and the target voltage value is obtained. A control signal for realizing Vu, Vv, and Vw is generated and output to each arm.

As shown in FIG. 4, when the voltage sensor 14 is determined to be abnormal in step S130 described above, that is, when the abnormality information indicating the occurrence of the abnormality of the voltage sensor 14 is acquired by the abnormality information acquisition unit 127 ( Step S130: YES), the inverter control unit 121 acquires a control value required for controlling the inverter circuit 11 from a device different from its own motor control system 10 (hereinafter, also referred to as “own system 10”) (step S130: YES). S120). In step S110 described above, step S120 is also executed when the number of normal motor current sensors 13 is not 1 or more, that is, when it is determined that all motor current sensors 13 are abnormal (step S110: NO). Will be done. The inverter control unit 121 controls the inverter circuit 11 by using the control value acquired in step S120 (step S125). The detailed procedure of steps S120 and S125 will be described with reference to FIG.

As shown in FIG. 8, the above-mentioned step S120 includes steps S302, S304, S306 and S308. Further, the above-mentioned step S125 includes steps S310 and S312.

The battery current acquisition unit 124 acquires a value detected by the battery current sensor 81, that is, a value of the current supplied from the battery device 70 to each motor control system 10 (hereinafter, referred to as “battery current”) (step S302). .. The inverter control unit 121 acquires a torque command value from the integrated control unit 120 (step S304). The battery voltage acquisition unit 125 acquires the value detected by the battery voltage sensor 72, that is, the output voltage value of the battery 71 (step S306). The rotation speed acquisition unit 126 acquires the detection value of the rotation speed sensor 15, that is, the rotation speed of the motor 20 (step S308). The above steps S302 to S308 are executed in parallel with each other. It should be noted that these steps Ssteps S302 to S308 may be sequentially executed in a predetermined order. As can be understood from the above description, in the first embodiment, the "other device different from the own system" means the battery current sensor 81 and the battery voltage sensor 72. Further, the battery current and the output voltage value of the battery device 70 correspond to the "control value" in the present disclosure.

The inverter control unit 121 uses the torque command value acquired in step S304, the output voltage of the battery 71 acquired in step S306, and the rotation speed of the motor 20 acquired in step S308 to obtain the battery target current value. Is calculated (step S310). The battery target current value is a battery current value estimated from the torque command value, the output voltage of the battery 71, and the rotation speed of the motor 20. The inverter control unit 121 calculates the battery target current value by the following equation (4). In the following formula (4), Ib * indicates the target current value of the battery, T * indicates the torque command value (Nm), N indicates the rotation speed (rpm) of the motor 20, and Vb indicates the output voltage of the battery. (V) is shown.
Ib * = N × (2π × T * ÷ 60) ÷ Vb ・ ・ ・ (4)

The inverter control unit 121 is more accurately acquired in step S302 so as to reduce the difference between the battery current value acquired in step S302 and the battery target current value Ib * calculated in step S310. PI control is performed so that the battery current value approaches the battery target current value Ib * calculated in step S310, the target voltage values Vu, Vv, and Vw of each phase are obtained, and the target voltage values Vu, Vv are obtained. , A control signal for realizing Vw is generated and output to each arm (step S312).

According to the motor control system 10 of the first embodiment described above, when at least one of the motor current sensor 13 and the voltage sensor 14 is abnormal, in other words, the motor current sensor 13 and the voltage sensor 14 When the abnormality information indicating at least one of the abnormalities is acquired by the abnormality information acquisition unit 127, the control value that can be used for controlling the inverter circuit 11 is acquired from a device different from the motor control system 10 and acquired. Since the inverter circuit 11 is controlled by using the control value, the inverter circuit 11 can be controlled even when at least one of the motor current sensor 13 and the battery voltage sensor 81 is abnormal.

Further, when some of the motor current sensors 13 are abnormal, the inverter circuit 11 is controlled by using the detected value of the motor current sensor 13 which is not abnormal, so that there is no significant difference from the case where the motor current sensor 13 is not abnormal. , The inverter circuit 11 can be controlled. Further, when all the motor current sensors 13 are abnormal, the inverter circuit 11 is controlled by using the value acquired by the battery current acquisition unit 124, that is, the current value of the current flowing through the battery 71. The inverter circuit 11 can be controlled without significantly changing the case where the motor current sensor 13 is not abnormal.

Further, the inverter control unit 121 receives a torque command value T * input when all the motor current sensors 13 are abnormal and a voltage sensor 14 are abnormal, and a value acquired by the rotation speed acquisition unit 126. Since the inverter circuit 11 is controlled so as to reduce the difference between the value acquired by the input voltage acquisition unit 123, the target current value calculated from the target current value, and the value acquired by the battery current acquisition unit 124, the motor current sensor 13 controls the inverter circuit 11. The inverter circuit 11 can be controlled without significantly changing from the case where there is no abnormality.

Further, the inverter control unit 121 uses the value acquired by the battery current acquisition unit 124, the rotation speed acquired by the rotation speed acquisition unit 126, and the torque command value T * when the voltage sensor 14 is abnormal. Then, since the voltage value of the input voltage from the battery device 70 is estimated, the voltage value of the input voltage can be estimated with high accuracy.

B. Second embodiment:
Since the configuration of the electric aircraft 200 including the electric drive system 100 in the second embodiment is the same as that in the first embodiment, the same configurations are designated by the same reference numerals, and detailed description thereof will be omitted. As shown in FIG. 9, the motor control process of the second embodiment is different from the motor control process of the first embodiment in the detailed procedure of steps S120 and S125. Since the other procedures in the motor control process of the second embodiment are the same as those of the first embodiment, the same procedures are designated by the same reference numerals and detailed description thereof will be omitted.

In FIG. 9, the upper part shows the procedure of normal control in a similar system. The similar system means a system that performs an operation similar to the operation of the own system among other motor control systems 10 (hereinafter referred to as "other systems") different from the own system (own motor control system 10). do. Specifically, in the present embodiment, another system that meets both the following conditions a and b is referred to as a similar system.
(Condition a) A motor control system 10 that controls a motor 20 connected to a rotary blade 30 having the same purpose as the rotary blade 30 connected to the motor 20 controlled by the own system.
(Condition b) Passes through the rotary wing 30 or the center of gravity position CM which is point-symmetrical with respect to the center of gravity position CM when viewed in the vertical direction with respect to the rotary wing 30 connected to the motor 20 controlled by the own system. It is a motor control system 10 that controls a motor 20 connected to a rotary wing 30 (hereinafter, also referred to as a “symmetrical position rotary wing 30”) at a position line-symmetrical with respect to the axis AX.

The above condition a means, for example, that when the own system is a motor control system 10 corresponding to a levitation rotor, it is a motor control system 10 corresponding to another levitation rotor. Further, for example, when the own system is a motor control system 10 corresponding to a propulsion rotor, it means that it is a motor control system 10 corresponding to another propulsion rotor. Motor control systems 10 that control motors 20 connected to rotary blades 30 for the same purpose are likely to perform similar operations to each other.

The above condition b is, for example, when the motor control system 10 corresponding to the levitation rotary wing 31a shown in FIG. 1 is its own system, the levitation rotary wing 31b located at a position line-symmetrical with respect to the axis AX or the center of gravity. The levitation rotary blade 31d located at a point-symmetrical position with respect to the position CM corresponds to this. Further, for example, when the propulsion rotor 32a shown in FIG. 1 is the own system, the propulsion rotor 32b located at a position symmetrical with respect to the axis AX is applicable. When the electric aircraft 200 flies (when ascending / descending or propelling), it is necessary to maintain the attitude of the airframe 210 in parallel with the horizontal direction. Therefore, the two rotary blades 30 arranged in line-symmetrical positions with respect to the axis AX or the two rotary blades 30 arranged in point-symmetrical positions with respect to the center-of-gravity position CM are similar to each other. It operates at the number of revolutions. Therefore, there is a high possibility that the two motor control systems 10 corresponding to these two rotors 30 will operate in the same manner as each other.

The normal control procedure shown in the upper part of FIG. 9 is the same as the procedure described above with reference to FIG. 7. In FIG. 9, the lower part shows the processing of steps S120 and S125 in the own system. That is, the procedure of steps S120 and S125 is shown when all the motor current sensors 13 are abnormal or when the voltage sensors 14 are abnormal.

In step S120 of the second embodiment, the inverter control unit 121 acquires the d-axis target voltage value Vd and the q-axis target voltage value Vq obtained in step S410 of the normal control of the other system. In step S125 of the second embodiment, the inverter control unit 121 applies the d-axis target voltage value Vd and the q-axis target voltage value Vq obtained in step S120 to a known conversion formula to obtain the target voltage of each phase. The values Vu, Vv, and Vw are obtained, and a control signal for realizing the target voltage values Vu, Vv, and Vw is generated and output to each arm.

That is, in the second embodiment, the "device different from the own system" in step S120 means another system. Further, in the second embodiment, the d-axis target voltage value Vd and the q-axis target voltage value Vq correspond to the control values of the present disclosure.

The motor control system 10 of the second embodiment described above has the same effect as the motor control system 10 of the first embodiment. In addition, the inverter control unit receives target voltage values (d-axis target voltage value Vd and q-axis target voltage value Vq) from a similar system when all the motor current sensors 13 are abnormal and when the voltage sensor 14 is abnormal. Is acquired, and the inverter circuit 11 is controlled by using the acquired target voltage value. Therefore, the inverter circuit 11 of the own system can be increased depending on whether all the motor current sensors 13 are not abnormal or the voltage sensor 14 is not abnormal. It can be controlled without change.

Further, the similar system to which the target voltage value is acquired in step S120 is a motor control system that controls the motor 20 connected to the rotary blade 30 having the same purpose as the rotary blade 30 to which the motor 20 controlled by the own system is connected. 10, that is, the motor control system 10 corresponding to the symmetrical position rotary blade, based on the acquired target voltage value, the inverter circuit 11 of the own system is used when all the motor current sensors 13 and the voltage sensors 14 are not abnormal. On the other hand, it can be controlled without much change.

Further, the similar system from which the target voltage value is acquired in step S120 is the rotary blade 30 or the center of gravity that is in a point symmetrical position with respect to the center of gravity CM of the body 210 of the electric aircraft 200 when viewed in the vertical direction. Since the motor control system 10 controls the motor 20 connected to the rotary blade 30 at a position line-symmetrical with respect to the axis AX of the aircraft passing through the position CM, the inverter circuit 11 of the own system is based on the acquired target voltage value. Can be controlled without much change than when all the motor current sensors 13 are not abnormal and when the voltage sensors 14 are not abnormal.

C. Third Embodiment:
Since the configuration of the electric aircraft 200 including the electric drive system 100 in the third embodiment is the same as that in the first and second embodiments, the same configurations are designated by the same reference numerals and detailed description thereof will be omitted. .. As shown in FIG. 10, the motor control process of the third embodiment is different from the motor control process of the second embodiment shown in FIGS. 4 to 7 and 9 in that steps S122 and S123 are additionally executed. Since the other procedures of the motor control process in the third embodiment are the same as those in the second embodiment, the same procedures are designated by the same reference numerals and detailed description thereof will be omitted.

In parallel with acquiring the target voltage values (d-axis target voltage value Vd and q-axis target voltage value Vq) from the similar system in step S120, the inverter control unit 121 determines the detection value of the rotation speed sensor 15 in the similar system. That is, the rotation speed of the motor 20 is acquired, and the rotation speed acquisition unit 126 acquires the rotation speed of the motor 20 in the own system (step S122). The inverter control unit 121 corrects the target voltage value acquired in step S120 based on the ratio of the rotation speeds of the motor 20 between the own system and the similar system acquired in step S122 (step S123). In this step S123, the target voltage value is corrected using the preset map m1. As shown in FIG. 10, in the map m1, the rotation speed N of the motor 20 and the target voltage value V are associated with each other. Specifically, the rotation speed N and the target voltage value V are associated with each other so as to have a proportional relationship. Therefore, for example, the target voltage value V2 associated with the larger rotation speed N2 is larger than the target voltage V1 associated with the rotation speed N1. Therefore, when the rotation speed of the own system is large with respect to a similar system, the target voltage value is also corrected to a larger value according to the ratio of the rotation speeds. After the completion of step S123, the above-mentioned step S125 is executed using the corrected target voltage value V.

The motor control system 10 of the third embodiment described above has the same effect as the motor control system 10 of the second embodiment. In addition, the ratio of the detection value of the rotation speed sensor in the similar system and the detection value of the rotation speed sensor of the own system is used to correct the acquired target voltage value, and the corrected target voltage value is used for the inverter. Since the circuit 11 is controlled, the inverter circuit 11 can be controlled by using a more appropriate target voltage value according to the motor rotation speed in the own system.

D. Fourth Embodiment:
Since the configuration of the electric aircraft 200 including the electric drive system 100 in the fourth embodiment is the same as that in the first embodiment, the same configurations are designated by the same reference numerals, and detailed description thereof will be omitted. As shown in FIG. 11, the motor control process of the fourth embodiment is different from the motor control process of the first embodiment in the detailed procedure of step S204 (identification of the voltage width). Since the other procedures in the motor control process of the fourth embodiment are the same as those of the first embodiment, the same procedures are designated by the same reference numerals and detailed description thereof will be omitted.

As shown in FIG. 11, step S204 of the fourth embodiment includes steps S232 and S234. The rotation speed acquisition unit 126 acquires the detection value of the rotation speed sensor 15, that is, the rotation speed N of the motor 20 (step S232). The inverter control unit 121 specifies the voltage amplitude V based on the rotation speed N acquired in step S232 (step S234). In step S234, the voltage amplitude is specified using the preset map m2. As shown in FIG. 11, in the map m2, the rotation speed N of the motor 20 and the voltage amplitude V are associated with each other. Specifically, the rotation speed N and the voltage amplitude V are associated with each other so as to have a proportional relationship. Such correspondence is specified in advance by experiments, simulations, and the like. The voltage amplitude identified in step S234 is used in the process of step S206, as described above with reference to FIG.

The motor control system 10 of the fourth embodiment described above has the same effect as the motor control system 10 of the first embodiment. In addition, since the voltage amplitude V can be specified with reference to the map m2 based on the rotation speed N of the motor 20, the time required for step S204 can be shortened, and the processing load in step S204 can be reduced.

E. Other embodiments:
(E1) In the second and third embodiments, the similar system is another system that satisfies both of the above two conditions a and b, but the present disclosure is not limited thereto. Instead of at least one of the above conditions a and b, or in addition to the conditions a and b, another system that meets at least one of the following conditions c, d and e may be a similar system. ..
(Condition c) This is the other system corresponding to the smallest difference among the differences between the torque command value T * input to each other system and the torque command value T * input to the own system.
(Condition d) The smallest difference between the measured value or estimated value of the torque output by the motor 20 corresponding to each other system and the measured value or estimated value of the torque output by the motor 20 corresponding to the own system. It is another system corresponding to.
(Condition e) This is another system corresponding to the smallest difference among the rotation speeds of the motors 20 of each other system and the rotation speeds of the motors 20 of the own system.
It is highly possible that the other system that meets at least one of the above conditions c, d, and e is operating in the same manner as the own system.

(E2) In each embodiment, a single rotor 30 is arranged on the single shaft 29, but a plurality of rotors 30 may be arranged instead of the single rotor 30. .. Further, in each embodiment, the rotation axes of the rotary blades 30 are different from each other. In other words, the rotary blades 30 do not overlap in the vertical direction, but the present disclosure is not limited to this. For at least a part of the rotors 30, other rotors 30 having the same rotation axis as their own rotation axis may be arranged so as to be displaced in the vertical direction. In such a configuration, a plurality of rotor blades 30 having the same rotation axis are rotationally driven by motors 20 controlled by motor control systems 10 that are different from each other. In such a configuration, the motor control system 10 that controls the motor 20 that is connected to the rotary blade 30 that has a rotary shaft that coincides with the rotary axis of the rotary blade 30 that is connected to the motor 20 that is controlled by the own system may be a similar system. .. The rotary wing 30 having a rotary axis that coincides with the rotary axis of the rotary wing 30 connected to the motor 20 controlled by the own system is rotationally controlled in the same manner as the rotary wing 30 connected to the motor 20 controlled by the own system. Therefore, the other system that controls the motor 20 connected to the rotary blade 30 operates in the same manner as the own system.

(E3) In the first embodiment, in step S125 shown in FIG. 8, the inverter control unit 121 sets the difference between the battery current value acquired in step S302 and the battery target current value Ib * calculated in step S310. More accurately, PI control was performed so that the value of the battery current acquired in step S302 approaches the battery target current value Ib * calculated in step S310. Not limited to this. The product of the torque command value T * and the rotation speed N of the motor 20 corresponds to the work load of the motor 20. The product of the output voltage of the battery 71 and the battery current value corresponds to the output power of the battery 71. Therefore, the inverter control unit 121 may calculate the work amount and the output power of the motor 20 as described above, and perform PI control so that the difference between the work amount of the motor 20 and the output power is reduced.

(E4) In each embodiment, the motor 20 was a part of the electric drive system 100, but the present disclosure is not limited to this. The motor 20 may be configured separately from the electric drive system 100. Further, at least one of the current sensor 13, the voltage sensor 14, and the rotation speed sensor 15 may be configured separately from the motor control system 10.

(E5) In each embodiment, the control values that can be used to control the motor 20 are obtained from the devices mounted on the electric aircraft 200, specifically, the battery current sensor 81, the battery voltage sensor 72, and other systems. However, this disclosure is not limited to this. For example, the control value may be acquired from any device connected to the network via the communication device 60. For example, control values may be acquired from a battery current sensor, a battery voltage sensor, and a motor control system mounted on another electric aircraft 200.

(E6) In the second and third embodiments, the control value is acquired from the similar system, but instead of the similar system, it may be acquired from any other system different from the similar system.

(E7) In each embodiment, in both the case where the motor current sensor 13 is abnormal and the case where the voltage sensor 14 is abnormal, the control value is acquired from another device different from the own system, and the inverter circuit Although the control of 11 was continued, only in one of these two cases, even if the control value is acquired from another device different from the own system and the control of the inverter circuit 11 is continued. good. In such a configuration, the abnormality information may indicate the occurrence of an abnormality of either the motor current sensor 13 or the voltage sensor 14. That is, in general, the abnormality information acquisition unit 127 that acquires abnormality information indicating the occurrence of at least one of the motor current sensor 13 and the voltage sensor 14 may be used in the motor control system of the present disclosure.

(E8) In each embodiment, the abnormality information acquisition unit 127 acquires abnormality information by diagnosing the presence or absence of an abnormality using the motor current sensor 13 and the voltage sensor 14 as diagnostic targets. Not limited. For example, in each motor control system 10, the control device 12 transmits the detection values of the motor current sensor 13 and the voltage sensor 14 to the electric control ECU 110, and the electric control ECU 110 determines the motor current sensor 13 and the voltage based on the received detection values. In a configuration in which the presence or absence of an abnormality in the sensor 14 is diagnosed and the diagnosis result is transmitted to each motor control system 10, the abnormality information acquisition unit 127 receives the diagnosis result transmitted from the electric control ECU 110 to obtain an abnormality. Information may be obtained.

(E9) The configurations of the motor control system 10, the electric drive system 100, the integrated control unit 120, the electric aircraft 200, and the like in each embodiment are merely examples and can be changed in various ways. For example, the number of rotary blades 30 mounted on the electric aircraft 200 is not limited to eight, and may be any plurality. Further, for example, the motor control system 10 and the electric drive system 100 may be mounted not only on the electric aircraft 200 but also on an electric vehicle such as an automobile or a train, or an arbitrary moving body such as a ship. Further, the integrated control unit 120 may be configured by a server device installed in, for example, a control tower on the ground, without being mounted on the electric aircraft 200. In such a configuration, each motor control system 10 may be controlled by communication via the communication device 60. Similarly, the abnormality information acquisition unit 127 may not be mounted on the electric aircraft 200, but may be configured by, for example, a server device installed in a control tower on the ground. In such a configuration, the inverter control unit 121 may receive the diagnosis result of the presence or absence of abnormality by communication via the communication device 60.

(E10) Integrated control unit 120, inverter control unit 121, motor current acquisition unit 122, input voltage acquisition unit 123, battery current acquisition unit 124, battery voltage acquisition unit 125, rotation speed acquisition unit 126, abnormality information described in the present disclosure. The acquisition unit 127 and those methods may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. .. Alternatively, the integrated control unit 120, the inverter control unit 121, the motor current acquisition unit 122, the input voltage acquisition unit 123, the battery current acquisition unit 124, the battery voltage acquisition unit 125, the rotation speed acquisition unit 126, and the abnormality information acquisition described in the present disclosure. Part 127 and the methods thereof may be realized by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the integrated control unit 120, the inverter control unit 121, the motor current acquisition unit 122, the input voltage acquisition unit 123, the battery current acquisition unit 124, the battery voltage acquisition unit 125, the rotation speed acquisition unit 126, and the abnormality information acquisition described in the present disclosure. Part 127 and their methods consist of one or more processors and memories programmed to perform one or more functions and one or more combinations of processors composed of one or more hardware logic circuits. It may be realized by a dedicated computer. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

The present disclosure is not limited to the above-described embodiment, and can be realized by various configurations within a range not deviating from the gist thereof. For example, the technical features in each embodiment corresponding to the technical features in the embodiments described in the column of the outline of the invention may be used to solve some or all of the above-mentioned problems, or one of the above-mentioned effects. It is possible to replace or combine as appropriate to achieve part or all. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.

10 ... Motor control system, 11 ... Inverter circuit, 13 ... Motor current sensor, 14 ... Voltage sensor, 20 ... Motor, 30 ... Rotating blade, 70 ... Battery device, 121 ... Inverter control unit, 122 ... Motor current acquisition unit, 123 … Input voltage acquisition unit 127… Abnormality information acquisition unit

Claims (20)

A motor control system (10) that controls a motor (20) connected to a rotor blade (30).
An inverter circuit (11) that converts the DC voltage supplied from the battery device (70) into an AC voltage and supplies it to the motor.
An inverter control unit (121) that controls the operation of the inverter circuit, and
A motor current acquisition unit (122) that acquires the current value of the current flowing through the motor detected by the motor current sensor (13), and a motor current acquisition unit (122).
An input voltage acquisition unit (123) that acquires a voltage value of an input voltage to the inverter circuit detected by the voltage sensor (14), and an input voltage acquisition unit (123).
An abnormality information acquisition unit (127) that acquires abnormality information indicating the occurrence of at least one of the motor current sensor and the voltage sensor.
With
When the abnormality information is acquired by the abnormality information acquisition unit, the inverter control unit acquires and acquires a control value that can be used for controlling the inverter circuit from a device different from the motor control system. The inverter circuit is controlled by using the control value.
Motor control system. In the motor control system according to claim 1,
Further provided is a battery current acquisition unit (124) that acquires the current value of the current flowing through the battery device from the battery current sensor (81) provided in the power supply line between the battery device and the motor control system. ,
The control value is a value acquired by the battery current acquisition unit, and is a value acquired by the battery current acquisition unit.
The abnormality information indicates at least the occurrence of an abnormality in the motor current sensor.
The inverter control unit is a motor control system that controls the inverter circuit by using the value acquired by the battery current acquisition unit when the motor current sensor is abnormal. In the motor control system according to claim 2,
A rotation speed acquisition unit (126) for acquiring the rotation speed is further provided from the rotation speed sensor (15) for detecting the rotation speed of the motor.
The inverter control unit is used when the motor current sensor is abnormal.
The target current value calculated from the input target torque of the rotor blade, the acquisition value by the rotation speed acquisition unit, and the acquisition value by the input voltage acquisition unit,
The value acquired by the battery current acquisition unit and
A motor control system that controls the inverter circuit so as to reduce the difference between the two. In the motor control system according to claim 1,
The motor control system is mounted on an electric aircraft (200) equipped with another system which is another motor control system different from the own system which is the own motor control system.
The control value is a target voltage value used when the inverter control unit controls the inverter circuit in the other system.
The abnormality information indicates at least the occurrence of an abnormality in the motor current sensor.
The inverter control unit acquires the target voltage value from the other system when the motor current sensor is abnormal, and controls the inverter circuit by using the acquired target voltage value. .. In the motor control system according to claim 4,
A rotation speed acquisition unit (126) for acquiring the rotation speed is further provided from the rotation speed sensor (15) for detecting the rotation speed of the motor.
When the motor current sensor is abnormal, the inverter control unit acquires the detection value of the other rotation speed sensor, which is the rotation speed sensor of the other system, and the acquired detection value of the other rotation speed sensor. And the value acquired by the rotation speed acquisition unit of the own system is used to adjust the acquired target voltage value, and the adjusted target voltage value is used to control the inverter circuit. , Motor control system. In the motor control system according to claim 4 or 5.
The electric aircraft is equipped with three or more of the motor control systems including the own system.
The other system is a motor control system which is a similar system that performs an operation similar to the operation of the own system among two or more of the motor control systems excluding the own system. In the motor control system according to claim 6,
In the similar system, the difference between the input target torque of the rotary blade and the actually measured value or the estimated value of the torque output by the motor and the own system for at least one of them is two or more. The motor control system, which is the smallest motor control system among the above-mentioned motor control systems. In the motor control system according to claim 6,
The similar system is a motor control system that controls a motor connected to a rotary blade having the same purpose as the rotary blade to which the motor controlled by the own system is connected, among the two or more motor control systems. There is a motor control system. In the motor control system according to claim 8,
The three or more motor control systems include a motor control system that controls the motor connected to the levitation rotary blades (31a to 31f), which are the rotary blades for levitation of the electric aircraft, and propulsion of the electric aircraft. A total of two types of motor control systems are included, including a motor control system that controls the motor connected to the propulsion rotary blades (32a to 32b), which is the rotary blade for the vehicle.
The similar system is a motor control system which is the same type of motor control system as the own system among the two or more motor control systems. In the motor control system according to claim 6,
The similar system is located at a position symmetrical with respect to the rotary blade connected to the motor controlled by the own system with respect to the position of the center of gravity (CM) of the body of the electric aircraft when viewed in the vertical direction. A motor control system, which is a motor control system that controls a rotary wing or a motor connected to the rotary wing at a position line-symmetrical with respect to an axis of the machine body passing through the position of the center of gravity. In the motor control system according to claim 6,
The similar system is a motor control system that controls the motor connected to the rotary blade having a rotating shaft that coincides with the rotating shaft of the rotary blade connected to the motor controlled by the own system. In the motor control system according to claim 1,
A battery voltage acquisition unit (125) that acquires the value of the output voltage from the battery voltage sensor (72) that detects the output voltage of the battery device is further provided.
The control value is a value acquired by the battery voltage acquisition unit, and is
The abnormality information indicates at least the occurrence of an abnormality in the voltage sensor.
The inverter control unit is a motor control system that controls the inverter circuit by using the value acquired by the battery voltage acquisition unit when the voltage sensor is abnormal. In the motor control system according to claim 1,
The motor control system is mounted on an electric aircraft (200) equipped with another system which is another motor control system different from the own system which is the own motor control system.
The electric aircraft is further equipped with a battery current sensor (81) provided in a power supply line between the battery device and the motor control system.
The motor control system is
From the rotation speed sensor (15) that detects the rotation speed of the motor, the rotation speed acquisition unit (126) that acquires the rotation speed, and
A battery current acquisition unit (124) that acquires the current value of the current flowing through the battery device from the battery current sensor (81), and a battery current acquisition unit (124).
With more
The control value is a value acquired by the input voltage acquisition unit of the other system.
The inverter control unit
A target current value calculated from the input target torque of the rotor blade, an acquisition value by the rotation speed acquisition unit, and an acquisition value by the input voltage acquisition unit of the other system.
The value acquired by the battery current acquisition unit and
A motor control system that controls the inverter circuit so as to reduce the difference between the two. In the motor control system according to claim 13,
The electric aircraft is equipped with three or more of the motor control systems including the own system.
The control value is a target voltage value used when the inverter control unit controls the inverter circuit in the other system.
The other system is a motor control system which is a similar system that performs an operation similar to the operation of the own system among two or more of the motor control systems excluding the own system. In the motor control system according to claim 14,
In the similar system, the difference between the input target torque of the rotary wing and the actually measured value or the estimated value of the torque output by the rotary wing and the own system for at least one of them is the two. A motor control system, which is the smallest motor control system among the above motor control systems. In the motor control system according to claim 14,
The similar system is a motor that controls the motor connected to the rotary wing having the same purpose as the rotary wing to which the motor controlled by the own system is connected among the two or more motor control systems. A motor control system, which is a control system. In the motor control system according to claim 16,
The three or more motor control systems include a motor control system that controls the motor connected to the levitation rotary blades (31a to 31f), which are the rotary blades for levitation of the electric aircraft, and propulsion of the electric aircraft. A total of two types of motor control systems are included, including a motor control system that controls the motor connected to the propulsion rotary blades (32a to 32b), which is the rotary blade for the vehicle.
The similar system is a motor control system which is the same type of motor control system as the own system among the two or more motor control systems. In the motor control system according to claim 14,
The similar system is in a position symmetrical with respect to the rotary blade connected to the motor controlled by the own system with respect to the position of the center of gravity (CM) of the body of the electric aircraft when viewed in the vertical direction. A motor control system, which is a motor control system that controls a rotary wing or a motor connected to the rotary wing at a position line-symmetrical with respect to an axis of the machine body passing through the position of the center of gravity. In the motor control system according to claim 14,
The similar system is a motor control system that controls the motor connected to the rotary blade having a rotation shaft that coincides with the rotation axis of the rotary blade connected to the motor controlled by the own system. In the motor control system according to claim 1,
A battery current acquisition unit (124) that acquires a current value of a current flowing through the battery device from a battery current sensor (81) provided in a power supply line between the battery device and the motor control system.
From the rotation speed sensor (15) that detects the rotation speed of the motor, the rotation speed acquisition unit (126) that acquires the rotation speed, and
With more
The abnormality information indicates at least the occurrence of an abnormality in the motor current sensor.
The inverter control unit utilizes the value acquired by the battery current acquisition unit, the rotation speed acquired by the rotation speed acquisition unit, and the target torque for the motor when the voltage sensor is abnormal. A motor control system that estimates the voltage value of the input voltage.

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