WO2023140032A1 - 制御装置 - Google Patents

制御装置 Download PDF

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Publication number
WO2023140032A1
WO2023140032A1 PCT/JP2022/047165 JP2022047165W WO2023140032A1 WO 2023140032 A1 WO2023140032 A1 WO 2023140032A1 JP 2022047165 W JP2022047165 W JP 2022047165W WO 2023140032 A1 WO2023140032 A1 WO 2023140032A1
Authority
WO
WIPO (PCT)
Prior art keywords
sudden change
propulsion unit
sensor
control
electric propulsion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2022/047165
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
優一 竹村
啓太 藤井
正人 福士
信介 川津
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to EP22922182.5A priority Critical patent/EP4467460A4/en
Priority to CN202280088634.XA priority patent/CN118556025A/zh
Publication of WO2023140032A1 publication Critical patent/WO2023140032A1/ja
Priority to US18/776,912 priority patent/US20240367808A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
    • B64C29/0025—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being fixed relative to the fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/34—All-electric aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
    • B64D31/02—Initiating means
    • B64D31/06—Initiating means actuated automatically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
    • B64D31/16—Power plant control systems; Arrangement of power plant control systems in aircraft for electric power plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/10—Air crafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present disclosure relates to a control device that controls an electric propulsion unit that supplies power to rotor blades of an electric aircraft.
  • eVTOL Electric Vertical Take-off and Landing aircraft
  • Such an electric aircraft may use an electric propulsion unit (EPU) that includes a motor that rotates a rotor blade, an inverter, a control circuit, and a sensor.
  • EPU electric propulsion unit
  • Various proposals have been made for conventional aircraft having rotary wings (for example, helicopters) to deal with sudden events such as the occurrence of gusts, as in Cited Document 1, for example.
  • Electric aircraft with rotor blades such as eVTOL have many differences compared to aircraft with conventional rotor blades, such as the fact that the output from the power output device is smaller, the value detected by the sensors can fluctuate more greatly when events such as gusts, lightning strikes, and bird strikes occur, and the number of sensors for flight control is greater.
  • the actual situation is that no progress has been made in studying measures to be taken when an event occurs in which the detected value of the sensor changes greatly. Therefore, in an electric aircraft having rotary wings, there is a demand for a technique that can appropriately respond to an event that causes a large change in the detected value of the sensor.
  • a control device includes a control unit that controls an electric propulsion unit that supplies power to a rotor blade of an electric aircraft.
  • the electric propulsion unit includes a motor that rotationally drives the rotor blades, an inverter that supplies AC power to the motor, a control circuit that controls the inverter, and a first sensor that detects an operation-related value associated with an operating state of the electric propulsion unit, including the operation of the motor.
  • the control unit executes control of the electric propulsion unit using the action-related value detected by the first sensor when the action-related value detected by the first sensor does not suddenly change beyond a predetermined range within a predetermined time, and when the sudden change occurs, stops control of the electric propulsion unit using the action-related value detected by the first sensor, and before a predetermined period elapses after the sudden change occurs. is finished, the control of the electric propulsion unit using the operation-related value detected by the first sensor is resumed, and if the sudden change has not been finished within the predetermined period after the sudden change occurs, the stop is continued.
  • the control device of this aspect when a sudden change occurs, the control of the electric propulsion unit using the action-related value detected by the first sensor is stopped, so that the operation of the electric aircraft can be avoided from becoming unstable due to the control of the electric propulsion unit using the suddenly changed action-related value. Further, if the sudden change ends before a predetermined period elapses after the sudden change occurs, the control of the electric propulsion unit using the action-related value detected by the first sensor is resumed. Therefore, it is possible to avoid the permanent failure of the control of the electric propulsion unit using the action-related value detected by the first sensor due to temporary fluctuations in the action-related value.
  • the control of the electric propulsion unit using the action-related value detected by the first sensor continues to be stopped, so that the operation of the electric aircraft can be more reliably avoided from becoming unstable due to the electric propulsion unit being operated using the suddenly changed action-related value.
  • a control device includes a control unit that controls an electric propulsion unit that supplies power to rotor blades of an electric aircraft.
  • the electric propulsion unit includes a motor that rotationally drives the rotor blades, an inverter that supplies AC power to the motor, a control circuit that controls the inverter, and a first sensor that detects an operation-related value associated with an operation state of the electric propulsion unit, including the operation of the motor.
  • the control unit controls the electric propulsion unit using the action-related value detected by the first sensor when the action-related value detected by the first sensor does not suddenly change beyond a predetermined range within a predetermined period of time, and when the sudden change occurs, stops supplying power from the abnormal unit, which is the electric propulsion unit in which the sudden change has occurred, to the rotor blade according to a target value, and drives the abnormal unit at a target value smaller than the target value. is attempted to determine whether or not the abnormal unit is normal using the operation-related value detected by the first sensor, and if the abnormal unit is determined to be normal, control of the electric propulsion unit using the operation-related value detected by the first sensor is resumed, and if it is determined that the abnormal unit is not normal, the stop is continued.
  • the abnormal unit which is the electric propulsion unit in which the sudden change has occurred, stops supplying power to the rotor blades according to the target value. Therefore, it is possible to avoid unstable operation of the electric aircraft due to the control of the electric propulsion unit using the operation-related value detected by the first sensor included in the abnormal unit. Further, since it is determined whether or not the abnormal unit is normal by trying to drive the abnormal unit with a target value smaller than the target value and using the operation-related value detected by the first sensor, the determination accuracy can be improved by actually driving the abnormal unit for determination. Further, when it is determined that the abnormal unit is normal, the control of the electric propulsion unit using the action-related value detected by the first sensor is resumed.
  • FIG. 1 is a top view schematically showing the configuration of an electric aircraft to which a control device as an embodiment of the present disclosure is applied;
  • FIG. 2 is a block diagram showing the functional configuration of the electric drive system;
  • FIG. 3 is a flowchart showing the procedure of EPU control processing in the first embodiment;
  • FIG. 4 is a flowchart showing the procedure of EPU control processing in the first embodiment;
  • FIG. 5 is a timing chart showing an example of changes in the sensor output value, the magnitude of the difference from the target value, the sensor value sudden change flag, the counter, and the abnormality flag when a permanent abnormality occurs.
  • FIG. 1 is a top view schematically showing the configuration of an electric aircraft to which a control device as an embodiment of the present disclosure is applied;
  • FIG. 2 is a block diagram showing the functional configuration of the electric drive system;
  • FIG. 3 is a flowchart showing the procedure of EPU control processing in the first embodiment;
  • FIG. 4 is a flowchart showing the procedure of EPU control processing in
  • FIG. 6 is a timing chart showing an example of changes in the sensor output value, the magnitude of the difference from the target value, the sensor value sudden change flag, the counter, and the abnormality flag when a temporary abnormality occurs.
  • FIG. 7 is a flowchart showing the procedure of EPU control processing in the second embodiment;
  • FIG. 8 is a block diagram showing the functional configuration of part of the electric drive system in the third embodiment;
  • FIG. 9 is a flowchart showing the procedure of EPU control processing in the fourth embodiment;
  • FIG. 10 is an explanatory diagram for explaining the division of the first EPU and the second EPU in the fifth embodiment;
  • FIG. 11 is a flow chart showing the procedure of EPU control processing in the fifth embodiment.
  • the electric aircraft 20 includes a fuselage 21, nine rotor blades 30, and nine electric propulsion units (hereinafter also referred to as "EPUs") 10 arranged corresponding to each rotor blade.
  • EPUs electric propulsion units
  • the fuselage 21 corresponds to the portion of the electric aircraft 20 excluding the nine rotor blades 30 and the EPU 10 .
  • the fuselage 21 includes a main body 22 , main wings 25 and tail wings 28 .
  • the body part 22 constitutes the body part of the electric aircraft 20 .
  • the body portion 22 has a symmetrical configuration with the axis AX as the axis of symmetry.
  • the “axis AX” means an axis passing through the center of gravity CM of the electric aircraft 20 and extending in the longitudinal direction of the electric aircraft 20 .
  • the “aircraft center of gravity CM” means the position of the center of gravity of the electric aircraft 20 when it is empty weight with no crew on board.
  • a passenger compartment (not shown) is formed inside the body portion 22 .
  • the main wing 25 is composed of a right wing 26 and a left wing 27.
  • the right wing 26 is formed extending rightward from the body portion 22 .
  • the left wing 27 is formed to extend leftward from the body portion 22 .
  • Two rotor blades 30 and two EPUs 10 are arranged on the right wing 26 and the left wing 27, respectively.
  • a tail 28 is formed at the rear end of the main body 22 .
  • the hover rotor 31a is arranged at a position corresponding to the center of gravity CM of the aircraft.
  • the hover rotor blades 31b and the hover rotor blades 31c are arranged in front of the hover rotor blades 31a and are symmetrical to each other about the axis AX.
  • the hover rotor blades 31d and the hover rotor blades 31e are arranged in a line-symmetrical position with respect to the axis AX behind the hover rotor blades 31a.
  • Two of the nine rotor blades 30 are arranged on the right wing 26 and left wing 27 .
  • a hover rotor 31 f is arranged on the upper surface of the tip of the right wing 26
  • a hover rotor 31 g is arranged on the upper surface of the tip of the left wing 27 .
  • each rotor blade 30 is arranged on the right wing 26 and the left wing 27, respectively, and mainly function as cruise rotor blades 32a, 32b for obtaining horizontal thrust of the fuselage 21.
  • the cruising rotor 32a arranged on the right wing 26 and the cruising rotor 32b arranged on the left wing 27 are arranged at positions symmetrical to each other about the axis AX.
  • Each rotor blade 30 is rotationally driven independently of each other around its respective rotating shaft (shaft 17, which will be described later).
  • Each rotor 30 has three blades that are equiangularly spaced from each other.
  • the electric drive system 100 is a system that controls each EPU 10 according to a preset flight program or control from the crew or the outside, and drives the rotor blades 30 to rotate.
  • the EPUs 10 corresponding to the hover rotors 31a to 31g are also called “hover EPUs” or “hover propulsion units.”
  • the EPUs 10 corresponding to the cruise rotors 30a, 30b are also called “cruise EPUs” or “cruise propulsion units.”
  • Each EPU 10 includes a motor 11 , an inverter unit (INV unit) 12 , a voltage sensor 13 , a current sensor 14 , a rotation sensor 15 , a storage device 16 and a shaft 17 .
  • the EPU 10 is a system that rotates the rotor blades 30 so that the rotational torque and the number of revolutions correspond to commands from the control device 110, which will be described later.
  • the motor 11 rotates the rotor blades 30 via the shaft 17 .
  • the motor 11 is configured by a three-phase AC brushless motor in this embodiment, and rotates the shaft 17 according to voltage and current supplied from an inverter 121, which will be described later. It should be noted that the motor 11 may be composed of any type of motor such as an induction motor or a reluctance motor instead of a brushless motor.
  • the inverter unit 12 includes an inverter 121 and a control circuit 122 .
  • the inverter 121 has a power element such as an IGBT (Insulated Gate Bipolar Transistor) or a MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor), and supplies driving power to the motor 11 by switching at a duty ratio according to the control signal supplied from the control circuit 122.
  • IGBT Insulated Gate Bipolar Transistor
  • MOSFET Metal-Oxide-Semiconductor Field-Effect Transistor
  • the control circuit 122 controls the EPU 10 as a whole. Specifically, the control circuit 122 generates a drive signal in accordance with an instruction from the control device 110 to be described later, and supplies the drive signal to the inverter 121 . Also, the control circuit 122 notifies the control device 110 of the detection values of the sensors 13 to 15 .
  • the control circuit 122 is configured by a microcomputer having a CPU, ROM, and RAM.
  • the voltage sensor 13 detects voltage supplied from a power supply 70, which will be described later.
  • the current sensor 14 is provided between the inverter 121 and the motor 11 and detects the driving current (phase current) of each phase of the motor 11 .
  • a rotation sensor 15 detects the rotation speed of the motor 11 .
  • the detected values of voltage sensor 13 , current sensor 14 and rotation sensor 15 are stored in time series in storage device 16 and output to control device 110 via control circuit 122 .
  • the storage device 16 records sudden change-related information, which will be described later. The details of the sudden change-related information will be described later.
  • the electric drive system 100 includes a control device 110 in addition to the nine EPUs 10 described above.
  • the control device 110 controls the electric drive system 100 as a whole and controls each EPU 10 .
  • the control device 110 includes a CPU 111 and a storage device 113 .
  • a control program is stored in the storage device 113, and the CPU 111 functions as a control unit 112 for controlling the electric drive system 100 by executing the control program.
  • the control unit 112 periodically communicates with each EPU 10 . In such communication, a control command is transmitted from the control unit 112 to each EPU 10 .
  • detection values (operation-related values described later) of the voltage sensor 13 , current sensor 14 and rotation sensor 15 and sudden change related information described later are transmitted from each EPU 10 to the control unit 112 .
  • the control unit 112 performs feedback control of each EPU 10 using information notified from each EPU 10 .
  • each EPU 10 is controlled by determining a new torque command value using information notified from each EPU 10, generating a control command including the torque command value, and transmitting it to each EPU 10.
  • the storage device 113 stores sudden change-related information received from each EPU 10 .
  • the sensor group 40 includes an altitude sensor 41, a position sensor 42, and a speed sensor 43.
  • Altitude sensor 41 detects the current altitude of electric aircraft 20 .
  • Position sensor 42 identifies the current position of electric aircraft 20 as latitude and longitude.
  • the position sensor 42 is configured by GNSS (Global Navigation Satellite System).
  • GNSS Global Navigation Satellite System
  • GPS Global Positioning System
  • a speed sensor 43 detects the speed of the electric aircraft 20 .
  • the UI unit 50 provides the crew of the electric aircraft 20 with a user interface for controlling the electric aircraft 20 and monitoring the operating state.
  • the user interface includes, for example, an operation input section such as a keyboard and buttons, and a display section such as a liquid crystal panel.
  • the UI unit 50 is provided in the cockpit of the electric aircraft 20, for example. A pilot can use the UI unit 50 to perform flight control of the electric aircraft 20 and to check the operating state of each EPU 10 .
  • the communication device 60 communicates with other electric aircraft, ground control centers, and the like.
  • the communication device 60 is, for example, a commercial VHF radio.
  • the communication device 60 may be configured as a device that performs communication such as a wireless LAN defined in IEEE802.11 or a wired LAN defined in IEEE802.3 other than VHF for private use.
  • Power supply 70 is configured by a lithium ion battery and functions as one of power supply sources in electric aircraft 20 .
  • the power supply 70 supplies three-phase AC power to the motor 11 via the inverter 121 of each EPU 10 .
  • the power supply 70 may be composed of an arbitrary secondary battery such as a nickel-metal hydride battery instead of the lithium ion battery, or may be composed of an arbitrary power supply source such as a fuel cell or a generator in place of the secondary battery or in addition to the secondary battery.
  • an arbitrary secondary battery such as a nickel-metal hydride battery instead of the lithium ion battery
  • an arbitrary power supply source such as a fuel cell or a generator in place of the secondary battery or in addition to the secondary battery.
  • the electric aircraft 20 having the above configuration includes a large number of rotor blades 30 and a large number of EPUs 10. Therefore, less power is supplied to each rotor than in an aircraft with fewer rotors 30, such as a helicopter. In other words, the power that each EPU 10 outputs to the rotor blades 30 is relatively small. Therefore, when an event such as a gust of wind, a lightning strike, or a bird strike occurs, the detected values (output values) of the voltage sensor 13, current sensor 14, and rotation sensor 15 may fluctuate greatly. On the other hand, since a large number of EPUs 10 are provided, even if the output of some of the EPUs 10 fluctuates, it is possible to prevent the aircraft from immediately becoming difficult to fly.
  • the electric aircraft 20 executes EPU control processing, which will be described later, in consideration of such characteristics of the electric aircraft 20, and appropriately responds when an event that causes a large change in the detected value of the sensor occurs.
  • EPU control processing The EPU control process shown in FIGS. 3 and 4 is started when the electric drive system 100 (EPUs 10 and control device 110) is powered on.
  • This EPU control process is a process for controlling each EPU 10 in normal times, and is a process for appropriately responding to a sudden change in an operation-related value described later due to an event such as a lightning strike.
  • the control unit 112 determines whether or not a sudden change has occurred in the motion-related value in a steady state (step S105).
  • An “operation-related value” is a value associated with the operating state of the EPU 10 .
  • the “operation-related value” means the driving current (phase current) of each phase of the motor 11 , the voltage supplied from the power supply 70 , and the rotation speed of the motor 11 .
  • These operation-related values are detected by voltage sensor 13, current sensor 14, and rotation sensor 15, and notified from each EPU 10 to control device 110 (control unit 112).
  • "Abrupt change” means that the action-related value changes beyond a predetermined range within a predetermined period of time.
  • the above “predetermined time” means a period for detecting a sudden change in the sensor.
  • the “steady state” means a state in which the target value of power supplied from the EPU 10 to the rotor blades 30 does not change beyond a predetermined range within a predetermined time.
  • the target power value (torque command value) is a value notified from the control device 110 to the control circuit 122 of each EPU 10, and the control circuit 122 controls the inverter 121 according to the target value.
  • the notification of the target value from the EPU 10 to the control circuit 122 is periodically performed for a predetermined period of time, for example, every 100 milliseconds.
  • the above-mentioned "the target value of power changes beyond a predetermined range within a predetermined time” means that the periodically notified target value changes beyond a predetermined range.
  • predetermined range means a range such as "within 10%", for example. In addition, it is not limited to 10% or less, and may be any other range. Examples of cases where the power target value changes beyond a predetermined range within a predetermined period of time include, for example, immediately after starting vertical takeoff, or when the speed is rapidly increased during horizontal flight.
  • step S105: NO When it is determined that there is no sudden change in the action-related value in the steady state (step S105: NO), as shown in FIG. 4, the control unit 112 controls the EPU 10 using the action-related values detected by the sensors 13 to 15 (step S170). After step S170, the process returns to step S105.
  • step S105: YES if it is determined that the action-related value has changed suddenly in the steady state (step S105: YES), the control unit 112 turns on the sensor value flag (step S110), as shown in FIG.
  • the sensor value sudden change flag is a flag indicating that the sensor value, that is, the action-related information has suddenly changed in a steady state.
  • the control unit 112 starts counting the elapsed time after turning on the sensor value sudden change flag (step S115).
  • the control unit 112 stops control using the action-related information value detected by the sensor that detected the sudden change (step S120). For example, when the rotation speed detected by the voltage sensor 13 of a certain EPU 10 suddenly changes, the control of the EPU 10 using the operation-related value (rotation speed) detected by the voltage sensor 13 is stopped.
  • the control unit 112 executes alternative control (step S125).
  • Alternate control means controlling the corresponding EPU 10 using a motion-related value detected by a sensor different from the sensor that detected the sudden change.
  • “another sensor” means another sensor in the EPU 10 including the sensor that has detected the sudden change. For example, when a sudden change is detected in the voltage sensor 13, the rotation sensor 15 included in the same EPU 10 corresponds.
  • the control unit 112 estimates the voltage value using the detection value (rotational speed) detected by the rotation sensor 15, and determines the control contents of the EPU 10 using the voltage value.
  • the estimation of the voltage value based on the rotation speed may be realized, for example, by estimating the voltage phase from the rotation speed and the target value (torque command value) input to the control circuit 122, mapping the correspondence relationship between the rotation speed and the voltage amplitude in advance, and estimating the voltage amplitude by referring to the map using the rotation speed as a key.
  • the sensor that detected the sudden change corresponds to the "first sensor” of the present disclosure
  • the other sensor in the EPU 10 including the sensor that detected the sudden change corresponds to the "second sensor” of the present disclosure.
  • the control unit 112 records the sudden change-related information in the storage device 113 (step S130).
  • “Sudden change-related information” means information related to “sudden change”, that is, an event in which an action-related value changes beyond a predetermined range within a predetermined time.
  • the sudden change-related information means information (for example, an ID) that can identify the EPU 10 equipped with the sensor that detected the sudden change among the multiple EPUs 10, the time when the sudden change occurred, and the position information of the electric aircraft 20 when the sudden change occurred. By recording such sudden change-related information, the information can be used to identify the cause of the sudden change later.
  • the other aircraft may be alerted directly via the communication device 60, or indirectly via the control center. Note that one or two of the above three pieces of information may be omitted. Also, any information related to the sudden change may be included in place of or in addition to these three pieces of information.
  • step S135) determines whether a predetermined time has passed since the sensor value sudden change flag was turned on. If it is determined that the predetermined time has not passed since the sensor value sudden change flag was turned on (step S135: NO), step S135 is executed again. That is, after turning on the sensor value sudden change flag, the system waits for a predetermined period of time.
  • the "predetermined time” in step S135 is determined in advance based on the time required for the rotation of the motor 11 to temporarily become abnormal and then return to normal (hereinafter referred to as "recovery time") when an event involving a sudden change in the operation-related value occurs during the flight of the electric aircraft 20, such as an accident such as a gust of wind, a lightning strike, or a bar and strike.
  • recovery time in the event of an accident as described above may be specified by experiments or simulations, and set as the maximum time among them or the time obtained by adding a predetermined margin to the maximum time.
  • the recovery time is several seconds in the case of a gust, several milliseconds to several tens of milliseconds in the case of a lightning strike, and several hundred milliseconds in the case of a bird strike, it may be set to, for example, "5 seconds” based on the longest "several seconds".
  • the control unit 112 determines whether the action-related value detected by the sensor that detected the sudden change has returned to normal (step S140). Whether or not the action-related value has returned to normal may be determined, for example, by determining whether the difference (magnitude of difference) between the action-related value detected by the sensor and the target value is equal to or less than a predetermined threshold. Specifically, if the difference is equal to or less than a predetermined threshold, it may be determined that the system has returned to normal, and if the difference is greater than the predetermined threshold, it may be determined that the system has not returned to normal.
  • step S140 When it is determined that the action-related value detected by the sensor that detected the sudden change has returned to normal (step S140: YES), the control unit 112 resumes control using the action-related value detected by the sensor that detected the sudden change (step S145).
  • the action-related value detected by the sensor that detected the sudden change returns to normal after a predetermined time has passed since the sudden change flag of the sensor value was turned on, there is a high possibility that the sudden change is temporary due to an accident such as a gust of wind, lightning strike, bar and strike, or the like. Therefore, in this case, there is little problem even if the control using the motion-related values detected by such sensors is resumed.
  • the control unit 112 turns on the abnormality flag of the EPU 10 (step S150) and stops using the EPU 10 (step S155).
  • the “abnormality flag” is a flag indicating that an abnormality (permanent abnormality) has occurred in the EPU 10 .
  • Such a flag is used, for example, to specify that a permanent abnormality has occurred during maintenance.
  • Such flags may include, for example, information (such as an ID) that can identify the EPU 10 .
  • the use of the EPU 10 is stopped. Stopping the use of the EPU 10 means stopping power supply from the EPU 10 to the rotor blades 30 .
  • step S160 the control unit 112 resets the elapsed time counter (step S160).
  • the control unit 112 notifies the diagnosis result (step S165).
  • the control unit 112 notifies the pilot of the electric aircraft 20 via the UI unit 50 of the occurrence of a sudden change in the action-related value and the ON or OFF state of the abnormality flag. Note that the control center may be notified via the communication device 60 .
  • step S165 the process returns to step S105.
  • the top row is a timing chart showing an example of temporal changes in sensor output values.
  • the second row from the top is a timing chart showing an example of temporal changes in the difference between the target value and the sensor output value (actual measurement value).
  • the third row from the top is a timing chart showing an example of temporal changes in the sensor value sudden change flag.
  • the fourth row from the top is a timing chart showing an example of the temporal change of the counter.
  • the lowermost stage is a timing chart showing an example of the temporal change of the abnormality flag.
  • FIG. 5 shows timing charts when a permanent abnormality occurs
  • FIG. 6 shows timing charts when a temporary abnormality occurs.
  • the target value L10 sharply increases between times t1 and t2. This is the case, for example, when the target value such as the number of revolutions suddenly increases for vertical takeoff.
  • the period from time t1 to t2 corresponds to a transient state in which the target value changes abruptly.
  • the difference L2a between the target value and the sensor value (actually measured value) L1a is maximized at time t1 and becomes smaller toward time t2.
  • the difference L2a becomes zero.
  • the target value L10 remains constant, but the sensor output value fluctuates greatly.
  • the difference L2a also fluctuates greatly.
  • the steady state is reached, and the sensor output value (operation-related value) suddenly changes at this time, so the sensor value sudden change flag changes from off to on. Accordingly, the counter starts counting up from time t3.
  • the sensor output value is significantly deviated from the target value, and the magnitude of the difference L2a remains larger than the determination threshold value L20. Therefore, in this case, the abnormality flag is turned on at time t5.
  • the target value L10 sharply increases from time t1 to t2, as in the example of FIG. Then, at time t3, a temporary abnormality occurs due to a lightning strike or the like, and the sensor output value (operation-related value) L1 largely fluctuates until time t4. Therefore, as in the example of FIG. 5, the difference L2 increases, and the sensor value sudden change flag changes from off to on at time t3. However, when the fluctuation of the sensor output value ends at time t4, the difference L2 becomes zero. Therefore, the difference L2 becomes equal to or less than the determination threshold value L20, and the abnormality flag remains off at time t5.
  • the control device 110 of the first embodiment described above when a sudden change occurs, the control of the EPU 10 using the action-related value detected by the first sensor (the sensor that detected the sudden change) is stopped. Therefore, it is possible to avoid the operation of the electric aircraft 20 from becoming unstable due to the control of the EPU 10 using the suddenly changed action-related value. Further, when the sudden change ends before a predetermined period elapses after the occurrence of the sudden change, the control of the EPU 10 using the action-related value detected by the first sensor is resumed. Therefore, it is possible to avoid the permanent failure of the control of the EPU 10 using the action-related value detected by the first sensor due to temporary fluctuations in the action-related value.
  • the control of the EPU 10 using the action-related value detected by the first sensor continues to be stopped, so that the operation of the electric aircraft 20 can be more reliably avoided from becoming unstable due to the EPU 10 using the suddenly changed action-related value.
  • the sudden change-related information which is information related to the occurrence of the sudden change, is recorded in the storage device 113, so that information useful for identifying the cause of the sudden change can be left afterwards.
  • the sudden change-related information includes information that can identify the EPU 10 in which the sudden change has occurred among the plurality of EPUs 10 , such information can be recorded in the storage device 113 . Therefore, when performing maintenance or the like thereafter, the EPU 10 to be maintained can be easily specified.
  • the sudden change-related information includes the time when the sudden change occurred and the position information of the electric aircraft when the sudden change occurred, so based on this information, it is possible to identify the cause of the sudden change and alert other electric aircraft.
  • the control of the EPU 10 is stopped using the action-related value detected by the first sensor. Therefore, it is possible to prevent the EPU 10 from being unintentionally stopped based on a sudden change in the action-related value in the transient state. Further, if the sudden change ends before a predetermined period elapses after the occurrence of the sudden change in the steady state, the control of the EPU 10 using the action-related value detected by the first sensor is resumed. Therefore, it is possible to avoid the permanent failure of the control of the EPU 10 using the action-related value detected by the first sensor due to temporary fluctuations in the action-related value detected by the first sensor in the steady state.
  • the control of the EPU 10 using the action-related value detected by the first sensor continues to be stopped, so that the operation of the electric aircraft 20 can be more reliably avoided from becoming unstable due to the EPU 10 being performed using the action-related value that has changed suddenly in the steady state.
  • the EPU 10 in which the sudden change occurs is controlled using the action-related value detected by the second sensor (another sensor in the EPU 10 having the sensor that has detected the sudden change). Therefore, the EPU 10 can be controlled more appropriately than in a configuration in which the EPU 10 is controlled using the action-related value detected by the first sensor in which the sudden change has occurred.
  • Second embodiment The configurations of the electric aircraft 20 and the electric drive system 100 of the second embodiment are the same as those of the electric aircraft 20 and the electric drive system 100 of the first embodiment.
  • the EPU control process of the second embodiment shown in FIG. 7 is started when the electric drive system 100 (each EPU 10 and the control device 110) is powered on, as in the first embodiment.
  • step S205 determines whether or not a sudden change has occurred in the motion-related value in a steady state.
  • step S205 is the same as step S105 of the EPU control process of the first embodiment.
  • step S205 is executed again while controlling the EPU 10 using the action-related values detected by the sensors 13 to 15 (step S260), as in the first embodiment.
  • step S210 determines whether or not a sudden change has occurred in the motion-related value in a steady state.
  • the control unit 112 stops driving the EPU 10, that is, the EPU 10 equipped with the sensor that detected the sudden change (step S215). Stopping the driving of the EPU 10 means stopping the supply of power from the EPU 10 to the rotor blades 30 .
  • Control unit 112 records the sudden change-related information in storage device 113 (step S220). This step S220 is the same as step S130 of the EPU control process of the first embodiment.
  • the control unit 112 determines whether or not the drive stop of the EPU 10 has been completed (step S225), and if it is determined that it has not been completed (step S225: NO), it executes step S225 again. On the other hand, if it is determined that the EPU 10 has stopped being driven (step S225: YES), the control unit 112 executes on-board diagnosis for the EPU 10 whose driving has been stopped (step S230).
  • the on-board diagnosis is the following diagnosis. First, a torque command value smaller than the original target value (the target value to be output in normal times) is output so as to rotate the rotor blades 30 within a range that does not greatly affect flight, and the motor 11 is controlled based on this torque command value.
  • the sensor output value (detected value) of the sensor that has detected the sudden change at this time is within a predetermined normal range, and if it is within a predetermined normal range, it is determined that there is no abnormality (normal), and if it is not within a predetermined normal range, it is determined that there is an abnormality.
  • the control unit 112 determines whether there is no abnormality as a result of the onboard abnormality diagnosis (step S235). If it is determined that there is no abnormality (step S235: YES), the control unit 112 restarts driving the EPU 10 (step S240). On the other hand, if it is determined that there is no abnormality (there is an abnormality) (step S235: NO), the control unit 112 turns on the abnormality flag of the EPU 10 (step S245). In this case, driving of the EPU 10 is not restarted. After completing step S240 or step S245, the control unit 112 notifies the diagnosis result (step S250). This step S250 is the same as step S165 in the EPU control process of the first embodiment.
  • the EPU 10 abnormal unit
  • the EPU 10 abnormal unit equipped with the sensor that detected the sudden change stops providing the rotor blades 30 with power corresponding to the target value. Therefore, it is possible to prevent the operation of the electric aircraft 20 from becoming unstable due to the control of the EPU 10 using the operation-related value detected by the sensor (first sensor) included in the abnormal unit that detected the sudden change. Further, since it is determined whether or not the abnormal unit is normal by trying to drive the abnormal unit with a target value smaller than the target value and using the operation-related value detected by the first sensor, the determination accuracy can be improved by actually driving the abnormal unit for determination.
  • the control of the EPU 10 using the action-related value detected by the first sensor is resumed, so that it is possible to avoid permanent failure of the control of the EPU 10 using the action-related value detected by the first sensor due to temporary fluctuations in the action-related value.
  • the control of the EPU 10 using the operation-related value detected by the first sensor is continued to be stopped, so that the operation of the electric aircraft 20 can be more reliably avoided from becoming unstable due to the EPU 10 using the suddenly changed operation-related value.
  • Third embodiment The configuration of the electric aircraft 20 and electric drive system 100 of the third embodiment differs from the electric aircraft 20 and electric drive system 100 of the first embodiment in that a single rotor blade 30 is driven by a pair of EPUs 10 .
  • Other configurations of the electric aircraft 20 and the electric drive system 100 of the third embodiment are the same as those of the electric aircraft 20 and the electric drive system 100 of the first embodiment.
  • the rotor blades 30 are driven by the first EPU 10a and the second EPU 10b.
  • the two EPUs 10a and 10b both have the same configuration as the EPU 10 of the first embodiment.
  • the shafts 17 of the two EPUs 10a, 10b are configured to be able to transmit power to the rotor blades 30 via a single gearbox 18 and a single shaft 19, respectively.
  • FIG. 8 illustrates the configuration for a single rotor blade 30, all other rotor blades 30 have similar configurations.
  • the EPU control process of the third embodiment differs from the EPU control process of the first embodiment in the specific processing content of the alternative control (step S125), and the rest of the procedure is the same as the EPU control process of the first embodiment.
  • the corresponding EPU 10 was controlled using the operation-related values detected by other sensors in the EPU 10 equipped with the sensor that detected the sudden change.
  • the control unit 112 controls the corresponding EPU 10 using the motion-related value detected by the sensor provided in the EPU paired with the EPU provided with the sensor that detected the sudden change. For example, when a sudden change is detected in the voltage sensor 13 of the first EPU 10a, the corresponding EPU 10 is controlled using the operation-related value detected by the voltage sensor 13 of the second EPU 10b.
  • the control device 110 of the third embodiment described above has the same effects as the control device 110 of the first embodiment.
  • the EPU 10 is controlled using the action-related value detected by the sensor provided in the EPU paired with the EPU provided with the sensor that detected the sudden change, so that the EPU can be controlled more appropriately.
  • the EPU control process of the fourth embodiment shown in FIG. 9 differs from the EPU control process of the first embodiment shown in FIG. 3 in that steps S121 and S122 are additionally executed.
  • Other procedures in the EPU control process of the fourth embodiment such as the procedure shown in FIG. 4, are the same as those of the EPU control process of the first embodiment.
  • step S120 determines whether the EPU (the EPU including the sensor (first sensor) that detected the sudden change) is a hover EPU (step S121). If it is determined to be a hover EPU (step S121: YES), step S125 is executed. Therefore, in this case, the corresponding EPU 10 is controlled using the motion-related value detected by a sensor different from the sensor that detected the sudden change.
  • step S121: NO the control unit 112 stops driving the EPU (step S122). After completion of step S125 or S122 described above, step S130 described above is performed.
  • the reason why the alternative control is executed when the EPU equipped with the sensor (first sensor) that has detected the sudden change is the hover EPU is to continue driving as much as possible because the flight of the electric aircraft 20 is greatly affected when the hover EPU stops driving.
  • the electric aircraft 20 can continue cruising (horizontal movement) for a certain period of time by gliding using the kinetic energy and the main wings 25, and the effect of the cruise EPU being stopped is small.
  • the cruise EPU 10 continues to be driven while the sensor or the EPU 10 has failed, the flight stability of the electric aircraft 20 may be impaired. Therefore, when the EPU equipped with the sensor (first sensor) that has detected the sudden change is the EPU for cruising, the alternative control is not executed and the drive is stopped.
  • the control device 110 of the fourth embodiment described above has the same effects as the control device 110 of the first embodiment.
  • the electric aircraft 20 can glide using the kinetic energy up to that point, so the impact on the flight of the electric aircraft 20 is smaller than when the hover rotor blades stop.
  • the control device 110 of the fourth embodiment when a sudden change occurs and the EPU 10 in which the sudden change has occurred is the hover propulsion unit, the operation-related value detected by another sensor (second sensor) is used to control the hover propulsion unit in which the sudden change has occurred.
  • the EPU 10 in which the sudden change has occurred is the cruise propulsion unit, the supply of power from the cruise propulsion unit to the cruise rotor blade in which the sudden change has occurred is stopped.
  • the electric aircraft 20 of the fifth embodiment differs from the electric aircraft 20 of the first embodiment in that nine EPUs 10 are divided into a first EPU and a second EPU.
  • the first EPU means the EPU 10 that supplies power to the rotor blades 30 (hereinafter also referred to as "first rotor blades") located relatively far from the aircraft center of gravity CM
  • the second EPU means the EPU 10 that supplies power to the rotor blades 30 (hereinafter also referred to as "second rotor blades”) positioned relatively close to the aircraft body center of gravity CM.
  • first rotor blades the EPU 10 that supplies power to the rotor blades 30
  • second rotor blades positioned relatively close to the aircraft body center of gravity CM.
  • the EPUs 10 corresponding to the rotor blades 30 arranged outside the region Ar1 within a predetermined threshold distance r1 from the center of gravity CM correspond to the first EPU
  • the EPUs 10 corresponding to the rotor blades 30 arranged inside the region Ar1 correspond to the second EPU. Therefore, the EPU 10 corresponding to the hover rotor 31f and the hover rotor 31g corresponds to the first EPU, and the seven EPUs 10 corresponding to the other seven rotors 30 (five hover rotors 31a to 31e and two cruise rotors 32a and 32b) correspond to the second EPU.
  • the EPU control process of the fifth embodiment shown in FIG. 5 differs from the EPU control process of the fourth embodiment shown in FIG. 9 in that step S121a is additionally executed instead of step S121.
  • Other procedures in the EPU control process of the fifth embodiment such as the procedure shown in FIG. 4, are the same as those of the EPU control process of the fourth embodiment.
  • step S121a the EPU including the sensor that detected the sudden change (first sensor)
  • step S121a the EPU including the sensor that detected the sudden change (first sensor)
  • step S125 the corresponding EPU 10 is controlled using the motion-related value detected by a sensor different from the sensor that detected the sudden change.
  • step S121a: NO the control unit 112 stops driving the EPU (step S122). After completion of step S125 or S122 described above, step S130 described above is performed.
  • the reason why the alternative control is executed is to continue driving as much as possible because the flight of the electric aircraft 20 is greatly affected when the first EPU stops driving. Since the first EPU supplies power to the first rotor located far from the fuselage center of gravity CM, when the drive stops, the rotation of the corresponding rotor 30 stops. The stopping of the rotor blades 30 arranged far from the center of gravity CM of the aircraft has a great effect on the attitude stability of the electric aircraft 20 during flight. For this reason, it is desirable to continue the rotation of such a first rotor as much as possible, and in this embodiment, alternative control is executed for the first EPU.
  • the second rotor is arranged at a position close to the center of gravity CM of the fuselage, the effect on the flight attitude when the drive is stopped is relatively small. Conversely, if the second EPU continues to be driven while the sensor or EPU 10 has failed, the flight stability of the electric aircraft 20 may be impaired. Therefore, when the EPU equipped with the sensor (first sensor) that has detected the sudden change is the second EPU, the alternative control is not executed and the drive is stopped.
  • the control device 110 of the fifth embodiment described above has the same effects as the control device 110 of the first embodiment.
  • the operation-related value detected by the second sensor is used to control the first EPU that has undergone the sudden change. Therefore, it is possible to prevent the operation of the electric aircraft 20 from becoming excessively unstable because the first rotor, which is farther from the fuselage center of gravity CM and therefore more affected by the stoppage of operation, stops and stops.
  • the determination of the presence or absence of a sudden change in the motion-related value was the determination of the presence or absence of a steady state, but the present disclosure is not limited to this.
  • the presence or absence of a sudden change may be determined even in a transient state.
  • the degree of change (speed of change) of the action-related value in the transient state may be specified in advance, and it may be determined that there is a "sudden change" when a change of a predetermined magnitude or more occurs with respect to the degree of change.
  • (F3) Alternative Embodiment 3 In the first, fourth, and fifth embodiments, in alternative control, the EPU 10 is controlled using the motion-related values detected by other sensors in the EPU 10 having the sensor that detected the sudden change. Further, in the third embodiment, the corresponding EPU 10 is controlled using the motion-related value detected by the sensor provided in the EPU paired with the EPU provided with the sensor that detected the sudden change. The present disclosure is not limited to these.
  • the hover rotors 31c are arranged on the front side of the fuselage and have the function of supporting the load on the front side of the fuselage in the vertical direction and contributing to the levitation of the electric aircraft 20.
  • the sensor included in the EPU 10 corresponding to the hover rotor 31b corresponds to the "third sensor" in the present disclosure.
  • the EPU 10 may be controlled using operation-related values detected by a sensor of any other EPU 10 that operates normally even if it does not have similar functions.
  • the sensor provided by any other normally operating EPU 10 corresponds to the "third sensor" in the present disclosure.
  • the power of the EPU 10 may not be transmitted (supplied) to the rotor blades 30 while the use (driving) of the EPU 10 is continued.
  • the shaft 17 may be detachably connected to the rotor blades 30 during normal operation, and the shaft 17 and the rotor blades 30 may be separated from each other in steps S155 and S215. This configuration also has the same effect as each embodiment.
  • Alternative Embodiment 5 In each embodiment, as alternative control, open control that does not use the detected value of the sensor may be executed. For example, a torque command value may be determined based on motion-related values detected by sensors before the sudden change occurs, and such torque command value may be used continuously to control EPU 10 . Alternatively, for example, a default torque command value may be prepared in advance for alternative control, and the EPU 10 may be controlled using the default value continuously.
  • control unit 112 of the control device 110 may be configured by a server device that is not mounted on the electric aircraft 20 but is installed, for example, in a control center on the ground.
  • each EPU 10 may be controlled by communication via the communication device 60.
  • the controller 112 and methods described in the present disclosure 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.
  • the controller 112 and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.
  • the controller 112 and techniques described in this disclosure may be implemented by one or more dedicated computers configured with a processor and memory programmed to perform one or more functions in combination with the processor configured by one or more hardware logic circuits.
  • the computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible recording medium.
  • the present disclosure is not limited to the above-described embodiments, and can be implemented in various configurations without departing from the scope of the present disclosure.
  • the technical features in each embodiment corresponding to the technical features in the form described in the outline of the invention can be appropriately replaced or combined in order to solve some or all of the above-described problems or achieve some or all of the above-described effects.
  • the technical features are not described as essential in this specification, they can be deleted as appropriate.

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  • Engineering & Computer Science (AREA)
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  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Electric Motors In General (AREA)
PCT/JP2022/047165 2022-01-19 2022-12-21 制御装置 Ceased WO2023140032A1 (ja)

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