WO2023119518A1

WO2023119518A1 - Engine generator unit for flying body and flying body provided with same

Info

Publication number: WO2023119518A1
Application number: PCT/JP2021/047685
Authority: WO
Inventors: 純野口; 義登加藤
Original assignee: ヤマハ発動機株式会社
Priority date: 2021-12-22
Filing date: 2021-12-22
Publication date: 2023-06-29
Also published as: JP7092963B1; JPWO2023119518A1

Abstract

Provided is an engine generator unit which is for flying bodies and can be attached to various types of flying bodies while improving power generation responsiveness to load fluctuations of the flying bodies. When a target rotation speed Rt and a target torque Tt are calculated on the basis of target power generation energy Wt that is determined by the load of a flying body 1, an integration control unit 15 of the engine generator unit 10 for flying bodies outputs the target rotation speed Rt and the target torque Tt to one among an engine control unit 12 and a generator control unit 14 and outputs the target torque Tt to the other. When the target rotation speed Rt and the target torque Tt are calculated on the basis of requested power generation energy Wr that is output from a flying body control unit 6 and the target power generation amount W and is required for driving a motor 2, the integration control unit 15 outputs at least the target rotation speed Rt among the target rotation speed Rt and the target torque Tt to one among the engine control unit 12 and the generator control unit 14 and outputs the target torque Tt to the other.

Description

Aircraft engine-generator unit and aircraft equipped with the same

The present invention relates to an aircraft engine generator unit and an aircraft equipped with the same.

An engine-generator unit that supplies power to the motor that is the driving source of the aircraft is known. As an aircraft equipped with such an engine-generator unit, for example, Patent Document 1 discloses a micro-hybrid generator system drone that includes a plurality of propellers, an electric motor, and a micro-hybrid generator system that is an engine-generator unit. is disclosed.

The micro-hybrid generator system includes a small engine, a generator coupled to the small engine to produce AC power from mechanical power produced by the small engine, and a DC power produced by the generator. It has a battery that can be converted to electrical power and is rechargeable, a bridge rectifier that provides DC power to at least one electric motor, and a control unit that controls the throttle of the small engine based on the power demand of at least one load.

In the drone disclosed in Patent Document 1, electric power is supplied to the electric motor from the battery of the micro hybrid generator system. The micro hybrid power generator system performs feedback control to generate power after the voltage of the battery drops by driving at least one rotor motor. The generator charges the main battery with electric power obtained by converting power from the engine when the remaining amount of the main battery is less than a threshold.

Japanese Patent Publication No. 2019-501057

The micro-hybrid generator system detects a voltage drop due to an increase in load, and then controls the throttle opening of the small engine. Furthermore, the ability to follow commands of a small engine that drives the generator is lower than that of a motor due to the structure of the engine. Therefore, when the micro hybrid power generator system supplies power after the load is generated on the drone, there is a difference in the timing of supplying power to the load generated on the drone and the amount of power to be supplied, and the drone could affect the control of

On the other hand, from the perspective of versatility, it is desirable to provide an engine generator unit that supplies power to the drone motor as an engine generator unit that can be attached to various types of drones.

An object of the present invention is to provide an aircraft engine-generator unit that can be attached to various types of aircraft while enhancing power generation responsiveness to load fluctuations of the aircraft.

The present inventor has studied the configuration of an engine-generator unit for an aircraft that can be attached to various types of aircraft while increasing power generation responsiveness to load fluctuations when supplying power to the motor of the aircraft. As a result of intensive studies, the inventors came up with the following configuration.

An engine generator unit for an aircraft according to one embodiment of the present invention includes a motor that is a driving source of an aircraft, a motor control section that controls the driving of the motor, and an aircraft control signal that is input to the motor control section. an engine generator unit for an aircraft that supplies electric power to an aircraft having an aircraft control section; This aircraft engine-generator unit includes an engine, a generator that generates power by driving force generated by the engine, an engine control section that controls the rotation speed or output torque of the engine, and a power generation amount of the generator. It has a generator control section for controlling, and an integrated control section for calculating a target rotation speed and a target torque of the engine generator unit.

When the integrated control unit calculates the target rotation speed and the target torque based on the target power generation amount determined by the load of the aircraft, the integrated control unit controls either one of the engine control unit and the generator control unit to perform the A target rotational speed and the target torque are output, and the target torque is output to the other. Further, when the integrated control unit calculates the target rotation speed and the target torque based on the target power generation amount and the required power generation amount required for driving the motor output from the aircraft control unit, the At least the target rotation speed out of the target rotation speed and the target torque is output to one of the engine control unit and the generator control unit, and the target torque is output to the other.

As described above, when the target rotation speed and target torque are calculated based on the target power generation amount determined by the load of the aircraft, the integrated control unit controls either the engine control unit or the generator control unit. On the other hand, it outputs the target rotational speed and the target torque, which is a signal for feedforward control inside the aircraft engine generator unit. Further, when the target rotation speed and the target torque are calculated based on the target generated power amount and the target required power amount which is a signal for feedforward control outside the aircraft engine generator unit, the integrated The control unit is a signal for feedforward control inside the aircraft engine generator unit with the target rotation speed or the target rotation speed to either one of the engine control unit and the generator control unit. Input the target torque.

Therefore, in the aircraft engine generator unit, the signal for feedforward control from the outside of the aircraft engine generator unit and the signal for feedforward control inside the aircraft engine generator unit are At least one is used to control the engine and the generator. Further, when the internal feedforward control signal is used, the flying object engine generator unit quickly supplies power to the flying object by feedforward control simply by connecting a power line to the motor control section of the flying object. is possible. As a result, it can be easily attached to various types of flying objects while enhancing power generation responsiveness to load fluctuations of the flying object.

From another point of view, the aircraft engine generator unit of the present invention preferably includes the following configuration. The integrated control section calculates a target power generation amount in accordance with a voltage of a connecting portion between the aircraft engine generator unit and a load of the aircraft.

As described above, the integrated control unit calculates the target power generation amount based on the amount of power used according to the load of the aircraft connected to the aircraft engine generator unit. That is, the integrated control section can calculate the target rotational speed and the target torque based on the information that can be detected in the aircraft engine generator unit. As a result, it is possible to easily realize a configuration in which the amount of power generated by the generator can be controlled simply by connecting a power line to the motor control unit of the aircraft. That is, it is possible to improve the versatility of the aircraft engine generator unit.

From another point of view, the aircraft engine generator unit of the present invention preferably includes the following configuration. The vehicle load includes the motor control unit and a power storage unit that stores a portion of the power supplied to the vehicle. The integrated control unit calculates a target power generation amount according to at least one of a voltage of a power line connecting the generator control unit and the motor control unit or information regarding a storage state obtained in the power storage unit.

As described above, the integrated control unit calculates the target power generation amount based on at least one of the bus voltage electrically connected to the aircraft and information on the storage state obtained in the power storage unit. Accordingly, it is possible to easily realize a configuration in which the power generation amount of the generator can be controlled simply by connecting at least one of the power line and the signal line of the power storage unit to the motor control unit of the flying object. That is, it is possible to improve the versatility of the aircraft engine generator unit.

From another point of view, the aircraft engine generator unit of the present invention preferably includes the following configuration. The integrated control section, the generator control section, and the engine control section are configured as separate members from the aircraft control section.

As described above, the aircraft engine-generator unit is mounted on the aircraft with the integrated control section, the generator control section, and the engine control section separated from the aircraft control section of the aircraft. That is, the aircraft engine-generator connection unit can be separated from the aircraft while the aircraft control section is fixed to the fuselage of the aircraft. As a result, the versatility of the aircraft engine generator unit can be improved.

An aircraft according to an embodiment of the present invention includes a plurality of propellers, a plurality of motors for driving the plurality of propellers, a motor control section for controlling the driving of the motors, and an aircraft control signal to the motor control section. and the aircraft engine-generator unit for supplying electric power to the motor.

As a result, an aircraft equipped with an engine-generator unit for an aircraft having the configuration described above is obtained.

The technical terms used in this specification are used for the purpose of defining specific examples only, and are not intended to limit the invention by the technical terms.

As used herein, "and/or" includes all combinations of one or more of the associated listed constructs.

As used herein, the use of "including," "comprising," or "having," and variations thereof, refers to the features, steps, operations, elements, components, and /or may include one or more of steps, acts, elements, components and/or groups thereof, although specifying the presence of equivalents thereof.

As used herein, "attached," "connected," "coupled," and/or equivalents thereof are used broadly and include "direct and indirect" attachment, It includes both connection and coupling. Furthermore, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but can include direct or indirect electrical connections or couplings.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by a person skilled in the art to which this invention belongs.

Terms defined in commonly used dictionaries are to be construed to have a meaning consistent with their meaning in the context of the relevant art and this disclosure, unless explicitly defined herein. , is not to be interpreted in an idealized or overly formal sense.

It is understood that a number of techniques and processes are disclosed in the description of the present invention. Each of these has individual benefits and can also be used in conjunction with one or more, or possibly all, of the other disclosed techniques.

Therefore, for the sake of clarity, the description of the present invention refrains from unnecessarily repeating all possible combinations of individual steps. However, the specification and claims should be read with the understanding that all such combinations are within the scope of the present invention.

This specification describes an embodiment of an aircraft engine generator unit and an aircraft according to the present invention.

In the following description, a number of specific examples are set forth to provide a thorough understanding of the invention. However, it will be obvious to one skilled in the art that the invention may be practiced without these specific examples.

Accordingly, the following disclosure should be considered illustrative of the invention and is not intended to limit the invention to the specific embodiments illustrated by the following drawings or description.

[Aircraft]
In this specification, the flying object is a moving object that can move in the air by a driving force obtained by a driving source such as a motor. An aircraft has, for example, a plurality of propellers that are rotated by a drive source such as a motor. Air vehicles include both unmanned and manned air vehicles.

[Load of flying object]
As used herein, the load of the aircraft means a component that consumes power in the aircraft. In other words, the parts that consume the power supplied to the aircraft from the engine generator unit for the aircraft are the loads of the aircraft. The loads in the flying object include, for example, a motor control unit, a motor, a power storage unit, an flying object control unit, and the like.

According to one embodiment of the present invention, it is possible to provide an aircraft engine-generator unit that can be attached to various types of aircraft while enhancing power generation responsiveness to load fluctuations of the aircraft.

FIG. 1 is a functional block diagram showing a configuration in which a target rotational speed and a target torque are input to an engine control unit in a schematic configuration of an aircraft including an aircraft engine generator unit according to the embodiment. FIG. 2 is a diagram showing a schematic configuration of a flying object and schematically showing how an engine-generator unit for the flying object supplies power to the flying object. FIG. 3 is a functional block diagram showing a configuration in which a target rotation speed and a target torque are input to a generator control unit in a schematic configuration of an aircraft including an aircraft engine generator unit according to another embodiment. . FIG. 4 shows a schematic configuration of an aircraft including an engine generator unit for an aircraft according to another embodiment, in which only the target power generation amount out of the target power generation amount and the required power generation amount is input to the integrated control unit. It is a functional block diagram showing the configuration of. FIG. 5 is a functional block diagram showing a configuration in which only the target rotation speed out of the target rotation speed and the target torque is input to the engine control unit in the schematic configuration of the aircraft including the aircraft engine generator unit according to another embodiment. It is a diagram. FIG. 6 is a diagram schematically showing how DC power is supplied from an aircraft engine generator unit to a load other than an aircraft.

The embodiments will be described below with reference to the drawings. In each figure, the same parts are denoted by the same reference numerals, and the description of the same parts will not be repeated. Note that the dimensions of the constituent members in each drawing do not faithfully represent the actual dimensions of the constituent members, the dimensional ratios of the respective constituent members, and the like.

(aircraft)
FIG. 1 is a functional block diagram for explaining a schematic configuration of an aircraft 1 including an engine generator unit 10 for an aircraft according to an embodiment. FIG. 2 is a diagram showing a schematic configuration of the flying object 1 and schematically showing how the flying object engine-generator unit 10 supplies electric power to the flying object 1. As shown in FIG. The flying object 1 is, for example, a multicopter having a plurality of propellers.

The flying object 1 may be an unmanned flying object having one propeller or a manned flying object having one or more propellers. Further, the aircraft 1 may be provided with a propulsion device other than a propeller, which is driven by electric power generated by the aircraft engine generator unit 10 .

In the aircraft 1, the configuration other than the aircraft engine generator unit 10 is the same as the configuration in the conventional aircraft. Therefore, the configuration of the aircraft 1 other than the aircraft engine generator unit 10 will be briefly described below.

The aircraft 1 includes a plurality of motors 2, a plurality of propellers 3, a plurality of motor control units 4, a power storage unit 5, an aircraft control unit 6, a plurality of types of sensors 7, a body frame 8, a plurality of arms 9;

The base ends of a plurality of arms 9 are connected to the body frame 8 . A plurality of arms 9 are provided with motors 2 and propellers 3, respectively.

Electric power is supplied to the plurality of motors 2 from the aircraft engine generator unit 10 . A plurality of motors 2 are driving sources for the flying object 1 . A plurality of motors 2 drive a plurality of propellers 3 . The plurality of motors 2 are driven by electric power output from the motor controller 4 . That is, the motor control unit 4 controls driving of the plurality of motors 2 .

A plurality of propellers 3 are rotated by a motor 2 driven by electric power to generate lift.

It should be noted that the plurality of motors 2 includes, for example, six motors. The multiple propellers 3 include, for example, six propellers. The number of motors may be five or less, or seven or more. The number of propellers may be five or less, or seven or more.

Electric power is supplied to the motor control unit 4 from the aircraft engine generator unit 10 and the electric power storage unit 5, which will be described later. The motor control unit 4 supplies electric power to the plurality of motors 2 based on flight commands output from the aircraft control unit 6 .

The power storage unit 5 stores surplus power in the aircraft 1 and supplies power to the motor control unit 4 when the power is insufficient in the motor control unit 4 . Power storage unit 5 is, for example, a capacitor. The power storage unit 5 may be a member having a configuration capable of storing power, such as a battery.

The motor control unit 4 is electrically connected to the generator control unit 14 of the aircraft engine generator unit 10 described later by a power line. That is, the motor control unit 4, the power storage unit 5, and the generator control unit 14 are electrically connected by power lines. The power storage unit 5 stores at least part of the power supplied to the aircraft 1 .

The flying object control unit 6 generates and outputs a flight command for driving and controlling the motor control unit 4 based on the detection values output from the multiple types of sensors 7 . The multiple types of sensors 7 include an acceleration sensor 7a, an orientation sensor 7b, and an altitude sensor 7c. That is, the multiple types of sensors 7 acquire information related to the attitude, flight state, position, altitude, and the like of the aircraft 1 .

The flying object control unit 6 generates the flight command from information related to the attitude, flight state, position, altitude, etc. of the flying object 1 acquired by multiple types of sensors 7 . A flight command generated by the aircraft controller 6 is input to the motor controller 4 .

In addition, the aircraft control unit 6 calculates a required power generation amount Wr, which is a power command indicating the amount of power required to drive the motor 2 according to the flight command. The required power generation amount Wr calculated by the aircraft control unit 6 is input to the integrated control unit 15 of the aircraft engine generator unit 10 .

The aircraft engine generator unit 10 supplies electric power to the motor control unit 4 of the aircraft 1 . The aircraft engine generator unit 10 has an engine 11 , an engine control section 12 , a generator 13 , a generator control section 14 and an integrated control section 15 . In the aircraft engine generator unit 10 , the driving force of the engine 11 causes the generator 13 to generate electric power. Electric power generated by the generator 13 is supplied to the motor control unit 4 of the flying object 1 via the power line.

The engine 11 is, for example, an internal combustion engine that generates rotational driving force on a crankshaft by burning fuel such as gasoline or light oil in a cylinder. The engine 11 has a cylinder (not shown), a piston that can reciprocate within the cylinder, and a crankshaft that converts the reciprocating movement of the piston into rotary motion. The engine 11 also has an intake pipe for drawing gas into the cylinder and an exhaust pipe for discharging gas after combustion in the cylinder.

Note that the engine 11 may be a single-cylinder engine having one cylinder and one piston, or may be a multi-cylinder engine having a plurality of cylinders and pistons.

The engine 11 operates according to the ignition control signal, the fuel injection control signal, the throttle opening signal, etc. output from the engine control unit 12 . That is, the engine 11 includes a fuel injection device (not shown) driven by a fuel injection control signal, a spark plug for igniting a fuel mixture in a cylinder by an ignition control signal, and a throttle opening signal provided in the intake pipe. and a throttle for adjusting the amount of gas flowing into the cylinder.

Therefore, in the engine 11, based on the ignition control signal, the fuel injection control signal, the throttle opening signal, etc. output from the engine control section 12, the rotational driving force as the output obtained from the crankshaft is controlled.

The rotation angle of the crankshaft is detected as the crank angle by the crank angle detector 11a. The crank angle detected by the crank angle detector 11a is input to the engine controller 12 as a crank angle detection signal. The crank angle detection signal is used when the engine control unit 12 generates an ignition control signal, a fuel injection control signal, and the like. Further, the crank angle detector 11 a can detect the actual rotation speed Rr of the engine 11 .

The rotational driving force of the crankshaft as the output of the engine 11 is transmitted to the generator 13. That is, the rotor of the generator 13 rotates as the crankshaft of the engine 11 rotates. As a result, the generator 13 generates AC power.

The rotation angle of the rotor of the generator 13 is detected by a rotation angle sensor 13a. The rotation angle detected by the rotation angle sensor 13 a is input to the generator control section 14 .

The AC power generated by the generator 13 is input to the generator control section 14 . The generator control unit 14 converts the input AC power into DC power and outputs the DC power. At this time, the generator control unit 14 uses the rotation angle of the rotor detected by the rotation angle sensor 13a. In addition, the generator control unit 14 includes a power conversion device having a plurality of switching elements.

The generator control unit 14 outputs power to the motor control unit 4 and power storage unit 5 of the aircraft 1 . The motor control unit 4 drives the motor 2 of the aircraft 1 using the electric power output from the generator control unit 14 . As a result, the propeller 3 of the flying object 1 rotates, so that the flying object 1 can fly. Further, the electric power storage unit 5 of the aircraft 1 stores electric power that is not used by the motor control unit 4 out of the electric power output from the generator control unit 14 .

Thus, the generator control unit 14 outputs electric power to the motor 2 of the aircraft 1. Therefore, the flying object engine generator unit 10 functions as a power supply source that supplies electric power to the flying object 1 . Although not shown, the aircraft engine generator unit 10 is detachably attached to the aircraft 1 . The integrated control section 15 , the generator control section 14 and the engine control section 12 of the aircraft engine-generator unit 10 are configured as separate members from the aircraft control section 6 of the aircraft 1 . Therefore, the flying object engine-generator unit 10 can be separated from the main body frame 8 of the flying object 1 in a state in which the flying object control section 6 is fixed to the main body frame 8 .

The generator control unit 14 controls the power generation amount of the generator 13 based on the output voltage of the aircraft engine generator unit 10 . That is, the generator control unit 14 controls the power generation amount of the generator 13 based on the load voltage Vl between the generator control unit 14 and the load of the aircraft 1 . The load voltage Vl is, for example, the voltage of the power line connecting the motor control unit 4 and the power storage unit 5 to the generator control unit 14, which is the bus voltage connected to the input of the motor control unit 4 of the aircraft 1. . The load includes a motor controller 4 and a power storage 5 .

The load voltage Vl, which is the voltage between the generator control unit 14 and the load of the aircraft 1, changes according to the power required by the load. Therefore, the generator control unit 14 can supply electric power to the aircraft 1 according to fluctuations in the load on the aircraft 1 by controlling the amount of power generated by the generator 13 based on the voltage. That is, the generator control unit 14 controls the power generation amount of the generator 13 according to the load of the aircraft 1 .

The generator control unit 14 controls the power generation amount of the generator 13 according to the load fluctuation of the entire load of the aircraft 1, not the load fluctuation of each of the motor control unit 4 and the power storage unit 5. As a result, the aircraft 1 as a whole can supply the necessary electric power without causing large fluctuations in the amount of power generated due to fluctuations in the loads of the aircraft 1 .

The integrated control unit 15 is a higher control unit than the engine control unit 12 and the generator control unit 14. The integrated control unit 15 controls the engine 11 and the generator 13 based on the amount of electric power that the aircraft engine generator unit 10 should output. The integrated control unit 15 calculates the target power generation amount Wt based on the load voltage Vl. The target generated power amount Wt is the amount of power required to compensate for the power used by the load of the aircraft 1 . Further, the integrated control unit 15 calculates the target rotation speed Rt and the target torque Tt based on the calculated target power generation amount Wt and the required power generation amount Wr input from the aircraft control unit 6 of the aircraft 1 . The integrated control unit 15 controls the engine 11 and the generator 13 based on the calculated target rotation speed Rt and target torque Tt.

Next, control of the aircraft 1 including the aircraft engine-generator unit 10 that controls the throttle opening of the engine 11 according to the target rotation speed Rt and controls the power generation amount of the generator 13 according to the target torque Tt. Describe the configuration.

As shown in FIG. 1, the integrated control unit 15 is electrically connected to the engine control unit 12 and the generator control unit 14. The integrated control unit 15 is electrically connected to a power line that supplies electric power to the motor control unit 4 of the flying object 1 and the flying object control unit 6 .

The engine control unit 12 is electrically connected to the engine 11 and the integrated control unit 15. The engine control section 12 is electrically connected to the crank angle detection section 11a.

The generator control unit 14 is electrically connected to the generator 13 and the integrated control unit 15.

The aircraft control unit 6 is electrically connected to the motor control unit 4 and the integrated control unit 15 . The motor controller 4 is electrically connected to the aircraft controller 6 and the motor 2 .

In the aircraft 1 including the aircraft engine generator unit 10 configured as described above, the aircraft controller 6 receives a flight command from the outside, and outputs the flight command to the motor controller 4. The requested power generation amount Wr calculated from the flight command is output to the integrated control unit 15 .

The integrated control unit 15 receives the requested power generation amount Wr from the aircraft control unit 6 . Also, the integrated control unit 15 receives a load voltage Vl from a power line that supplies power to the motor control unit 4 . Based on the load voltage Vl and a predetermined target voltage Vt, the integrated control unit 15 calculates a target power generation amount Wt required to bring the load voltage Vl closer to the target voltage Vt. That is, the integrated control unit 15 performs feedback control for maintaining the load voltage Vl at the target voltage Vt.

Further, the integrated control unit 15 determines the target rotation speed from the map M indicating the efficient operating points of the engine 11 and the generator 13 in order to generate the power amount that is the sum of the target power generation amount Wt and the required power generation amount Wr. A number Rt and a target torque Tt are calculated. That is, the integrated control unit 15 calculates the required power generation required by the aircraft 1 from now on based on the target power generation amount Wt and the required power generation amount Wr, which is a signal input from the outside of the aircraft engine generator unit 10 . Feedforward control is performed to generate the electric energy Wr. Therefore, the engine control unit 12 to which the target rotation speed Rt is input and the generator control unit 14 to which the target torque Tt is input are subjected to feedforward control.

The integrated control unit 15 outputs at least the target rotation speed Rt out of the target rotation speed Rt and the target torque Tt to one of the engine control unit 12 and the generator control unit 14, and outputs the target torque Tt to the other. Output. In this embodiment, the integrated control section 15 outputs the target rotation speed Rt to the engine control section 12 . The integrated control unit 15 also outputs the target torque Tt to the generator control unit 14 . Furthermore, the integrated control section 15 outputs the target torque Tt to the engine control section 12 .

The engine control unit 12 receives the actual rotation speed Rr of the engine 11 from the crank angle detection unit 11a. Further, the target rotation speed Rt is input from the integrated control unit 15 to the engine control unit 12 . Based on the actual rotation speed Rr and the target rotation speed Rt, the engine control unit 12 adjusts the throttle opening of the engine 11 so that the actual rotation speed Rr approaches the target rotation speed Rt. That is, the engine control unit 12 performs feedforward control based on the target rotation speed Rt and feedback control for maintaining the actual rotation speed Rr at the target rotation speed Rt.

In addition, based on the target torque Tt, the engine control unit 12 adjusts the throttle opening of the engine 11 so that the engine 11 outputs the target torque Tt. In other words, the engine control unit 12 rotates the engine 11 at the target rotation speed Rt based on the target torque Tt and the target rotation speed Rt, which are the signals inside the aircraft engine generator unit 10, and sets the target torque Tt. Perform feedforward control for output.

The generator control unit 14 receives the target torque Tt from the integrated control unit 15 . The generator control unit 14 adjusts the output voltage of the generator 13 so that the generator 13 operates at the target torque Tt. That is, the generator control unit 14 performs feedforward control based on the target torque Tt and feedback control for maintaining the load voltage Vl at the target voltage Vt.

The aircraft engine-generator unit 10 configured as described above includes an engine 11, a generator 13 that generates power by driving force generated by the engine 11, and an engine control section 12 that controls the rotation speed or torque of the engine 11. , a generator control unit 14 for controlling the amount of power generated by the generator 13, and an integrated control unit 15 for calculating the target rotational speed Rt and the target torque Tt of the engine generator unit 10 for aircraft. When the integrated control unit 15 calculates the target rotation speed Rt and the target torque Tt based on the target power generation amount Wt and the required power generation amount Wr required to drive the motor 2 output from the aircraft control unit 6 , the target rotation speed Rt or the target rotation speed Rt and the target torque Tt are input to either one of the engine control unit 12 and the generator control unit 14 .

The integrated control unit 15 calculates the target power generation amount Wt according to the load voltage Vl, which is the voltage between the generator control unit 14 and the load of the aircraft 1 . The load of the air vehicle 1 includes a motor controller 4 . Therefore, the integrated control unit 15 calculates the target power generation amount Wt according to the voltage of the power line connecting the generator control unit 14 and the motor control unit 4 .

The integrated control unit 15 calculates a target power generation amount Wt, which is a feedback signal calculated according to the load voltage Vl, and a required power generation amount, which is a feedforward control signal from the outside of the aircraft engine generator unit 10. Wr, the target rotational speed Rt and the target torque Tt are calculated. The integrated control unit 15 also outputs the target torque Tt as a signal for feedforward control inside the aircraft engine generator unit 10 to the engine control unit 12 to which the target rotation speed Rt is input.

The engine-generator unit 10 for an aircraft uses a target rotational speed Rt and a target torque Tt, which are signals for feedforward control from the outside of the engine-generator unit 10 for an aircraft, and the internal power of the engine-generator unit 10 for an aircraft. The throttle opening of the engine 11 and the power generation amount of the generator 13 are controlled according to the target torque Tt, which is a signal for feedforward control. Further, when the aircraft engine generator unit 10 does not acquire the required power generation amount Wr, power can be quickly supplied to the aircraft 1 by feedforward control simply by connecting the power line to the motor control unit 4 of the aircraft 1. is. As a result, it can be easily attached to various types of flying objects while improving power generation responsiveness to load fluctuations of the flying object 1 .

The flying object 1 including the flying object engine generator unit 10 that performs feedforward control has an increased instantaneous output compared to the flying object 1 including the flying object engine generator unit 10 that does not perform feedforward control. Therefore, the flying object 1 including the flying object engine generator unit 10 into which the feedforward control is introduced is more likely than the flying object 1 including the flying object engine generator unit 10 into which the feedforward control is not introduced in the same operation. Also, the capacity of the power storage unit 5 can be reduced.

The aircraft 1 also includes a plurality of propellers 3, a plurality of motors 2 for driving the plurality of propellers 3, a motor control section 4 for controlling the driving of the motors 2, and an aircraft control signal input to the motor control section 4. and the aircraft engine-generator unit 10 for supplying electric power to the motor 2 . As a result, the aircraft 1 having the aircraft engine-generator unit 10 having the configuration described above is obtained.

Also, the integrated control unit 15, the generator control unit 14, and the engine control unit 12 are configured as separate members from the aircraft control unit 6. That is, the aircraft engine-generator unit 10 is mounted on the aircraft 1 in a state in which the integrated control section 15, the generator control section 14, and the engine control section 12 are separated from the aircraft control section 6 of the aircraft 1. there is That is, the aircraft engine-generator unit 10 can be separated from the aircraft 1 while the aircraft control section 6 is fixed to the body frame 8 of the aircraft 1 . As a result, the versatility of the aircraft engine generator unit 10 can be improved.

In addition, in the case of a large flying object, if a high-output large-capacity battery or a high-output engine generator is mounted in order to achieve a high payload for a long time, the weight of the flying object will increase. Therefore, even in this case, it is desirable to fly the aircraft efficiently.

Therefore, when the aircraft 1 is large, the output of the power storage unit 5 is preferably equal to or less than the continuous rated output of the engine 11 of the engine generator unit 10 for aircraft. In other words, when the flying object 1 is large, it is preferable that the power of the flying object is obtained from the output of the engine 11 and that the electric power storage unit 5 is used to make up for the shortage of the output of the engine 11 . Thereby, the weight of the aircraft 1 can be reduced. Therefore, it is possible to realize a large drone that is lightweight and can fly for a long time.

On the other hand, even in the case of a small aircraft, if a large-capacity battery or an engine generator is mounted on the aircraft in order to achieve a high payload for a long time, the weight of the aircraft increases. Therefore, even in this case, it is desirable to fly the aircraft efficiently.

Therefore, when the flying object 1 is small, the output of the engine 11 of the flying object engine generator unit 10 is preferably equal to or less than the continuous rated output of the power storage unit 5. That is, when the flying object 1 is small, it is preferable that the power of the flying object is obtained from the output of the power storage unit 5 and that the engine 11 is used to charge the power storage unit 5 . As a result, the weight of the aircraft engine generator unit 10 can be reduced. Therefore, it is possible to realize a small drone that is lightweight and can fly for a long time.

(Other embodiments)
Although the embodiments of the present invention have been described above, the above-described embodiments are merely examples for carrying out the present invention. Therefore, the present invention is not limited to the above-described embodiment, and can be implemented by appropriately modifying the above-described embodiment without departing from the spirit of the present invention.

In the above-described embodiment, the integrated control unit 15 of the aircraft engine generator unit 10 is based on the required power generation amount Wr necessary for driving the motor 2 and the target power generation amount Wt, which are output from the aircraft control unit 6. to calculate the target rotational speed Rt and the target torque Tt. The integrated control unit 15 outputs a target rotation speed Rt to the engine control unit 12 and outputs a target torque Tt to the generator control unit 14 . However, the integrated control section may output the target rotation speed to the generator control section and output the target torque to the engine control section.

FIG. 3 shows an example in which the integrated control unit 15 outputs the target torque Tt to the engine control unit 12 and outputs the target rotation speed Rt to the generator control unit 14 in this way. FIG. 3 is a functional block diagram showing a configuration for outputting the target rotational speed Rt and the target torque Tt to the generator control section 14 in the schematic configuration of the aircraft 1 including the aircraft engine generator unit 10. As shown in FIG.

As shown in FIG. 3, the generator control section 14 is electrically connected to the crank angle detection section 11a.

The integrated control unit 15 receives the requested power generation amount Wr from the aircraft control unit 6 . Further, the load voltage Vl, which is the voltage of the power line connecting the aircraft engine generator unit 10 and the load of the aircraft 1 , is input to the integrated control unit 15 . That is, the integrated control unit 15 receives the load voltage Vl from the power line that supplies power from the generator control unit 14 to the motor control unit 4 that is the load of the aircraft 1 . Based on the load voltage Vl and a predetermined target voltage Vt, the integrated control unit 15 calculates a target power generation amount Wt required to bring the load voltage Vl closer to the target voltage Vt. Further, the integrated control unit 15 calculates, from the map M, the target rotational speed Rt and the target torque Tt required to generate the power amount obtained by adding the target power generation amount Wt and the required power generation amount Wr.

The integrated control unit 15 outputs the target torque Tt to the engine control unit 12. The integrated control unit 15 also outputs the target rotation speed Rt to the generator control unit 14 . Furthermore, the integrated control section 15 outputs the target torque Tt to the generator control section 14 .

The target torque Tt is input from the integrated control unit 15 to the engine control unit 12 . The engine control unit 12 adjusts the throttle opening so that the crankshaft of the engine 11 rotates at the target torque Tt. That is, the engine control unit 12 performs feedforward control using the target torque Tt.

The generator control unit 14 receives the actual rotation speed Rr of the engine 11 from the crank angle detection unit 11 a and the target rotation speed Rt from the integrated control unit 15 . Based on the actual rotation speed Rr and the target rotation speed Rt, the generator control unit 14 controls the voltage output from the generator 13 in order to make the actual rotation speed Rr closer to the target rotation speed Rt. That is, the generator control unit 14 performs feedforward control based on the target rotation speed Rt and feedback control for maintaining the actual rotation speed Rr at the target rotation speed Rt.

In addition, the generator control unit 14 controls the voltage output from the generator 13 based on the target torque Tt so that the engine 11 outputs the target torque Tt. That is, the generator control unit 14 causes the crankshaft of the engine 11 to rotate at the target rotation speed Rt based on the target torque Tt and the target rotation speed Rt, which are signals inside the aircraft engine generator unit 10. Feedforward control of the generator 13 is performed to output the target torque Tt.

The integrated control section 15 of the aircraft engine generator unit 10 configured in this way outputs the target torque Tt to the engine control section 12 and outputs the target rotation speed Rt to the generator control section 14. . Further, the aircraft engine generator unit 10 inputs the target torque Tt as a signal for feedforward control inside the aircraft engine generator unit 10 to the generator control section 14 to which the target rotation speed Rt is input. do. As a result, power generation responsiveness of the flying object engine generator unit 10 to the load fluctuation of the flying object 1 is enhanced, and electric power can be quickly supplied from the flying object engine generator unit 10 to the flying object 1 .

As described above, without inputting the load voltage Vl and the required power generation amount Wr from the aircraft controller 6 of the aircraft 1 to the integrated controller 15 of the aircraft engine generator unit 10, the load voltage Vl may be entered. In FIG. 4, in the schematic configuration of the aircraft 1 including the aircraft engine generator unit 10, only the target power generation amount Wt of the target power generation amount Wt and the required power generation amount Wr is sent to the integrated control unit 15. FIG. 4 shows a functional block diagram showing an input configuration; FIG.

The integrated control unit 15 receives the load voltage Vl from the power line that supplies power to the motor control unit 4 . Based on the load voltage Vl and a predetermined target voltage Vt, the integrated control unit 15 calculates a target power generation amount Wt required to bring the load voltage Vl closer to the target voltage Vt. Further, the integrated control unit 15 calculates from the map M the target rotation speed Rt and the target torque Tt required to generate the target power generation amount Wt.

The integrated control unit 15 outputs the target rotation speed Rt to the engine control unit 12. The integrated control unit 15 also outputs the target torque Tt to the generator control unit 14 . Furthermore, the integrated control section 15 outputs the target torque Tt to the engine control section 12 .

The engine control unit 12 receives the actual rotation speed Rr of the engine 11 from the crank angle detection unit 11 a and the target rotation speed Rt from the integrated control unit 15 . Based on the actual rotation speed Rr and the target rotation speed Rt, the engine control unit 12 adjusts the throttle opening of the engine 11 so that the actual rotation speed Rr approaches the target rotation speed Rt. That is, the engine control unit 12 performs feedback control for maintaining the actual rotation speed Rr at the target rotation speed Rt.

In addition, based on the target torque Tt, the engine control unit 12 adjusts the throttle opening of the engine 11 so that the engine 11 outputs the target torque Tt. That is, the engine control unit 12 performs feedforward control for the engine 11 to output the target torque Tt based on the target torque Tt, which is the signal inside the aircraft engine generator unit 10 .

The generator control unit 14 receives the target torque Tt from the integrated control unit 15 . The generator control unit 14 controls the output voltage from the generator 13 so that the generator 13 operates at the target torque Tt. That is, the generator control unit 14 performs feedback control for maintaining the load voltage Vl at the target voltage Vt based on the target torque Tt.

As described above, when the integrated control unit 15 calculates the target rotation speed Rt and the target torque Tt based on the target power generation amount Wt determined by the load of the aircraft 1, the engine control unit 12 and the generator control unit 14 A target rotational speed Rt and a target torque Tt are input to either one of them. Thus, the aircraft engine generator unit 10 controls the engine 11 and the generator 13 by the feedforward control signal inside the aircraft engine generator unit 10 . Further, the aircraft engine generator unit 10 can quickly supply power to the aircraft 1 by feedforward control simply by connecting a power line to the motor control section 4 of the aircraft 1 . Therefore, the power generation responsiveness of the aircraft engine generator unit 10 can be improved.

In addition, the aircraft engine generator unit 10 can operate without exchanging the required power generation amount Wr other than the voltage with the aircraft 1 . Therefore, the aircraft engine generator unit 10 can be attached to various types of aircraft. As a result, the flying object engine generator unit 10 can easily realize a configuration in which the amount of power generated by the generator 13 can be controlled simply by connecting the power line to the motor control unit 4 of the flying object 1 . Therefore, the versatility of the aircraft engine generator unit 10 can be improved.

Note that the integrated control unit 15 may output the target torque Tt to the engine control unit 12 and output the target rotation speed Rt to the generator control unit 14 . In this case, the integrated control section 15 outputs the target torque Tt to the generator control section 14 as a feedforward signal inside the aircraft engine generator unit 10 .

Instead of inputting the target torque Tt to the engine control unit 12 to which the target rotation speed Rt is input as described above, the target torque Tt is input to the engine control unit 12 to which the target rotation speed Rt is input. It doesn't have to be. FIG. 5 shows a configuration in which only the target rotation speed Rt of the target rotation speed Rt and the target torque Tt is input to the engine control unit 12 in the schematic configuration of the aircraft 1 including the aircraft engine generator unit 10. It is a functional block diagram. At this time, the required power generation amount Wr is input from the aircraft controller 6 of the aircraft 1 to the integrated controller 15 .

The integrated control unit 15 receives the requested power generation amount Wr from the aircraft control unit 6 and receives the load voltage Vl from the power line that supplies power to the motor control unit 4 . Based on the load voltage Vl and a predetermined target voltage Vt, the integrated control unit 15 calculates a target power generation amount Wt required to bring the load voltage Vl closer to the target voltage Vt. Further, the integrated control unit 15 calculates, from the map M, the target rotational speed Rt and the target torque Tt required to generate the power amount obtained by adding the target power generation amount Wt and the required power generation amount Wr.

The integrated control unit 15 outputs the target rotation speed Rt to the engine control unit 12. The integrated control unit 15 also outputs the target torque Tt to the generator control unit 14 .

The engine control unit 12 receives the actual rotation speed Rr of the engine 11 from the crank angle detection unit 11 a and the target rotation speed Rt from the integrated control unit 15 . Based on the actual rotation speed Rr and the target rotation speed Rt, the engine control unit 12 adjusts the throttle opening of the engine 11 so that the actual rotation speed Rr approaches the target rotation speed Rt. That is, the engine control unit 12 performs feedforward control based on the target rotation speed Rt and feedback control for maintaining the actual rotation speed Rr at the target rotation speed Rt.

The generator control unit 14 receives the target torque Tt from the integrated control unit 15 . The generator control unit 14 controls the output voltage of the generator 13 so that the generator 13 operates at the target torque Tt. That is, the generator control unit 14 performs feedforward control based on the target torque Tt and feedback control for maintaining the load voltage Vl at the target voltage Vt.

The aircraft engine generator unit 10 controls the engine 11 and the generator 13 by feedforward control signals from the outside of the aircraft engine generator unit 10 . Further, the aircraft engine generator unit 10 can quickly supply power to the aircraft 1 by feedforward control simply by connecting a power line to the motor control section 4 of the aircraft 1 . As a result, it can be easily attached to various types of flying objects while improving power generation responsiveness to load fluctuations of the flying object 1 .

Note that the integrated control unit 15 may output the target torque Tt to the engine control unit 12 and output the target rotation speed Rt to the generator control unit 14 .

As described above, instead of inputting the requested power generation amount Wr from the aircraft controller 6 of the aircraft 1 to the integrated controller 15 of the aircraft engine generator unit 10, the aircraft controller 6 The command may be converted into a power generation command.

The aircraft control unit 6 converts the flight command into a power generation command and outputs it to the integrated control unit 15 of the aircraft engine generator unit 10 . The aircraft control unit 6 generates a power generation command using the power consumption data for the flight command stored in advance and the flight command.

As a result, a power generation command can be input from the aircraft control section 6 of the aircraft 1 to the aircraft engine generator unit 10, so that the aircraft engine generator unit 10 can control the efficiency of the engine 11 and the generator 13. power can be generated at a reasonable operating point. Further, since the aircraft engine generator unit 10 can quickly generate power according to the power command, the aircraft engine generator unit 10 can quickly supply power to the aircraft 1. .

In the above embodiment, in the aircraft engine generator unit 10, the integrated control section 15 acquires the load voltage Vl and the required power generation amount Wr, and controls the engine control section 12 and the generator control section 14. However, in the aircraft engine-generator unit, the engine control section and the generator control section may each acquire the required power generation voltage amount from the aircraft control section of the aircraft. The engine control section and the generator control section respectively calculate a target rotational speed and a target torque from the required power generation voltage amount.

In the above embodiment, the aircraft engine generator unit 10 supplies electric power to the motor control section 4 and the power storage section 5 of the aircraft 1 . However, the aircraft engine generator unit 10 may supply power only to the power storage section. Alternatively, the aircraft engine generator unit 10 may supply power only to the motor control section. That is, the aircraft engine generator unit 10 and the aircraft including the aircraft engine generator unit 10 may have a configuration that does not include the power storage section. Moreover, the configuration may be such that the aircraft engine generator unit includes a power storage section.

In the above embodiment, the integrated control unit 15 calculates the target rotation speed Rt and the target torque Tt based on the load voltage Vl between the generator control unit 14 and the load of the aircraft 1 . However, the integrated control unit may calculate the target rotation speed and target torque using at least one of the load voltage and the storage state information (for example, SOC: State of Charge) obtained by the power storage unit.

In each of the above embodiments, the aircraft engine generator unit 10 supplies DC power to the motor 2 of the aircraft 1 . However, the DC output engine generator unit may also power loads other than mobiles.

FIG. 6 is a diagram schematically showing how DC power is supplied from the aircraft engine generator unit 10 to a load 100 other than the aircraft 1. FIG.

As shown in FIG. 6, DC power is supplied to the load 100 from the aircraft engine generator unit 10 . As a result, the load 100 can be driven by the DC power output from the aircraft engine generator unit 10 . Note that the load 100 may have any configuration, such as a lighting device, a display device, or a motor device, as long as it is configured to be driven by DC power.

1 Aircraft 2 Motor 3 Propeller 4 Motor Control Unit 5 Power Storage Unit 6 Aircraft Control Unit 7 Sensor 10 Aircraft Engine Generator Unit 11 Engine 11a Crank Angle Detector 12 Engine Controller 13 Generator 14 Generator Controller 15 Integrated control unit Wt Target power generation amount Wr Requested power generation amount Vl Load voltage Rt Target rotation speed Tt Target torque 100 Load

Claims

A flying object that supplies electric power to the flying object, and has a motor that is a driving source of the flying object, a motor control unit that controls the driving of the motor, and a flying object control unit that inputs an flying object control signal to the motor control unit. an engine generator unit for
engine and
a generator that generates power by driving force generated by the engine;
an engine control unit that controls the rotation speed or torque of the engine;
a generator control unit that controls the amount of power generated by the generator;
an integrated control unit that calculates a target rotation speed and a target torque of the aircraft engine generator unit;
has
The integrated control unit
When the target rotation speed and the target torque are calculated based on the target power generation amount determined by the load of the aircraft, the target rotation speed and the target torque are calculated for one of the engine control unit and the generator control unit. outputting a torque and outputting the target torque to the other;
When the target rotation speed and the target torque are calculated based on the target power generation amount and the required power generation amount required to drive the motor output from the aircraft control unit, the engine control unit and the generator control outputting at least the target rotation speed out of the target rotation speed and the target torque to one of the units, and outputting the target torque to the other;
Aircraft engine generator unit.
In the aircraft engine generator unit according to claim 1,
The integrated control unit
calculating a target power generation amount according to the voltage of the connection between the aircraft engine generator unit and the load of the aircraft;
Aircraft engine generator unit.
3. In the aircraft engine generator unit according to claim 1 or 2,
The load of the flying object is
including the motor control unit and a power storage unit that stores a portion of the power supplied to the flying object;
The integrated control unit
calculating a target power generation amount according to at least one of the voltage of the power line connecting the generator control unit and the motor control unit or information regarding the storage state obtained in the power storage unit;
Aircraft engine generator unit.
In the aircraft engine generator unit according to any one of claims 1 to 3,
The integrated control unit, the generator control unit, and the engine control unit are configured as separate members from the aircraft control unit,
Aircraft engine generator unit.
a plurality of propellers;
a plurality of motors that drive the plurality of propellers;
a motor control unit that controls driving of the motor;
an aircraft control unit that inputs an aircraft control signal to the motor control unit;
an aircraft engine-generator unit according to any one of claims 1 to 4, which supplies electric power to the motor;
a flying object.