JP7533438B2 - Control device and computer program for electric vertical take-off and landing aircraft - Google Patents

Description

This disclosure relates to a control device for an electric vertical take-off and landing aircraft.

In recent years, there has been active development of manned or unmanned aircraft called electric vertical take-off and landing aircraft (eVTOL), a type of aircraft different from airplanes with gas turbine engines. An electric vertical take-off and landing aircraft has multiple electric propulsion units with motors, and the multiple motors rotate multiple rotors to generate lift and thrust for the aircraft. Each of the multiple electric propulsion units has sensors and circuits that detect values related to the output of the electric propulsion units, so that an electric vertical take-off and landing aircraft is more susceptible to the effects of magnetic and electric fields than conventional aircraft. Patent Document 1 describes an electronic circuit for detecting lightning strikes in an aircraft.

Special table 2014-534437 publication

The lightning detection circuit described in Patent Document 1 detects lightning strikes on an aircraft and issues a warning to the pilot, but because electric propulsion devices are more susceptible to the effects of magnetic and electric fields than conventional aircraft, it is safer to avoid environments where strong magnetic or electric fields are generated.

The present disclosure can be realized in the following forms.
[Form 1] A control device (50) for an electric vertical take-off and landing aircraft (100), which, when the strength of a magnetic field detected by a magnetic field sensor (70) provided in the electric vertical take-off and landing aircraft is equal to or greater than a predetermined threshold, executes a predetermined response process for causing the electric vertical take-off and landing aircraft or another electric vertical take-off and landing aircraft to fly in accordance with the magnetic field, and, when the strength of the magnetic field is equal to or greater than the threshold and the detection value of a control sensor which is a sensor used to control an electric propulsion device (10) provided in the electric vertical take-off and landing aircraft and which detects the value of a parameter related to the output of the electric propulsion device is outside a predetermined range, executes the response process of notifying the occurrence of an abnormality due to the magnetic field.
[Mode 2] A control device (50) for an electric vertical take-off and landing aircraft (100), which, when the strength of a magnetic field detected by a magnetic field sensor (70) provided in the electric vertical take-off and landing aircraft is equal to or greater than a predetermined threshold, executes a predetermined response process for causing the electric vertical take-off and landing aircraft or another electric vertical take-off and landing aircraft to fly in accordance with the magnetic field, and, when the strength of the magnetic field is equal to or greater than the threshold and the detection value of a control sensor which is a sensor used to control an electric propulsion device provided in the electric vertical take-off and landing aircraft and which detects the value of a parameter related to the output of the electric propulsion device is outside a predetermined range, executes as the response process at least one of a process of continuing the flight using an electric propulsion device among the multiple electric propulsion devices that is not experiencing an abnormality due to the magnetic field, and a process of searching for a possible landing site and landing the electric vertical take-off and landing aircraft at the possible landing site.

According to one aspect of the present disclosure, there is provided a control device (50) for an electric vertical take-off and landing aircraft (100). This control device is a control device for an electric vertical take-off and landing aircraft, and when a strength of a magnetic field detected by a magnetic field sensor (70) provided in the electric vertical take-off and landing aircraft is equal to or greater than a preset threshold, executes a predetermined response process for causing the electric vertical take-off and landing aircraft or another electric vertical take-off and landing aircraft to fly in accordance with the magnetic field.
According to this form of control device, the electric vertical take-off and landing aircraft is controlled in accordance with the magnetic field detected by the magnetic field sensor, making it easier to avoid environments where strong magnetic fields or electric fields are generated, and suppressing a decrease in the flight stability of the electric vertical take-off and landing aircraft.

The present disclosure can be realized in various forms. For example, it can be realized in the form of an electric vertical take-off and landing aircraft equipped with a control device, a control method for an electric vertical take-off and landing aircraft, etc.

FIG. 1 is a top view showing a schematic configuration of an electric vertical take-off and landing aircraft equipped with a control device. FIG. 1 is a side view illustrating a schematic configuration of an electric vertical take-off and landing aircraft. FIG. 1 is a block diagram showing the configuration of an electric vertical take-off and landing aircraft. 4 is a flowchart showing a procedure of a process in the control device of the first embodiment. 10 is a flowchart showing a procedure of a process in a control device according to a second embodiment. 10 is a flowchart showing a procedure of a process performed when a detection value of a control sensor is outside a normal range in a control device of a second embodiment. 13 is a flowchart showing a procedure of a process in a control device according to a third embodiment. 13 is a flowchart showing a processing procedure in a case where an air traffic control room does not permit a change in the flight route in the control device of the third embodiment. 13 is a flowchart showing a procedure of a process in a control device according to a fourth embodiment. 13 is a flowchart showing a processing procedure in a control device according to a fifth embodiment.

A. First embodiment:
A-1. Device configuration:
As shown in FIGS. 1 and 2 , a control device 50 according to one embodiment of the present disclosure is mounted on an electric vertical take-off and landing aircraft 100 (hereinafter also referred to as an “eVTOL (electric Vertical Take-Off and Landing aircraft) 100”) and controls the operation of the eVTOL 100.

The eVTOL 100 is configured as a manned aircraft that is electrically powered and can take off and land vertically. In addition to the control device 50, the eVTOL 100 includes an airframe 20, multiple rotors 30, multiple electric propulsion devices 10, a battery 40 shown in FIG. 3, a converter 42, a distributor 44, an airframe communication unit 64, an alarm unit 66, and a magnetic field sensor 70. As shown in FIG. 1, the eVTOL 100 of this embodiment includes eight rotors 30 and eight electric propulsion devices 10. For convenience of illustration, FIG. 3 shows two rotors 30 and two electric propulsion devices 10 representative of the eight rotors 30 and eight electric propulsion devices 10 included in the eVTOL 100.

As shown in Figures 1 and 2, the aircraft 20 corresponds to the portion of the eVTOL 100 excluding the eight rotors 30 and the electric propulsion device 10. The aircraft 20 includes an aircraft main body 21, a support column 22, six first support parts 23, six second support parts 24, a main wing 25, and a tail 28.

The aircraft body 21 constitutes the fuselage of the eVTOL 100. The aircraft body 21 has a symmetrical configuration with the aircraft axis AX as the axis of symmetry. In this embodiment, the "aircraft axis AX" refers to an axis that passes through the aircraft center of gravity CM and runs along the fore-and-aft direction of the eVTOL 100. The "aircraft center of gravity CM" refers to the center of gravity of the eVTOL 100 when it is at empty weight with no crew on board. An unillustrated crew compartment is formed inside the aircraft body 21. The aircraft body 21 is also equipped with an acceleration sensor 29. The acceleration sensor 29 is a three-axis sensor that detects the acceleration of the eVTOL 100. The detection result by the acceleration sensor 29 is output to the control device 50.

The support column 22 has a generally columnar external shape extending in the vertical direction and is fixed to the upper part of the aircraft body 21. In this embodiment, the support column 22 is disposed at a position overlapping with the aircraft center of gravity position CM of the eVTOL 100 when viewed in the vertical direction. One end of each of the six first support sections 23 is fixed to the upper end of the support column 22. Each of the six first support sections 23 has a generally rod-like external shape and is disposed radially at equal angular intervals so as to extend along a plane perpendicular to the vertical direction. The rotor 30 and the electric propulsion device 10 are disposed at the other end of each first support section 23, i.e., the end located away from the support column 22. Each of the six second support sections 24 has a generally rod-like external shape and connects the other ends (ends not connected to the support column 22) of the first support sections 23 adjacent to each other.

The main wing 25 is composed of a right wing 26 and a left wing 27. The right wing 26 is formed extending to the right from the aircraft body 21. The left wing 27 is formed extending to the left from the aircraft body 21. One rotor 30 and one electric propulsion unit 10 are disposed on each of the right wing 26 and the left wing 27. The tail 28 is formed at the rear end of the aircraft body 21.

Six of the eight rotors 30 are arranged at the ends of the second support parts 24 and are mainly configured as lift rotors 31 for obtaining lift for the aircraft 20. Two of the eight rotors 30 are arranged on the right wing 26 and the left wing 27, respectively, and are mainly configured as cruise rotors 32 for obtaining thrust for the aircraft 20. Each rotor 30 is rotated independently of the other rotors 30 about its own rotation axis. Each rotor 30 has three blades 33 arranged at equal angular intervals. In this embodiment, the blade angle of each rotor 30 is variable. Specifically, the blade angle is adjusted by an actuator (not shown) according to an instruction from the control device 50. As shown in FIG. 3, each rotor 30 is provided with a rotation speed sensor 34 and a torque sensor 35. The rotation speed sensor 34 detects the rotation speed of the rotor 30. The torque sensor 35 detects the rotation torque of the rotor 30. The detection results by each sensor 34, 35 are output to the control device 50.

The eight electric propulsion units 10 shown in FIG. 1 are configured as drive units for driving the rotors 30 to rotate. Six of the eight electric propulsion units 10 drive the lift rotors 31 to rotate. Two of the eight electric propulsion units 10 drive the cruise rotors 32 to rotate.

As shown in FIG. 3, each electric propulsion device 10 has a drive unit 11, a drive motor 12, a gearbox 13, a rotation speed sensor 14, a current sensor 15, a voltage sensor 16, and a torque sensor 17. Hereinafter, the sensors that are provided in the electric propulsion device 10 and that detect the values of parameters related to the output of 10 will be collectively referred to as "control sensors."

The drive unit 11 is configured as an electronic device including an inverter circuit (not shown) and a controller (not shown) that controls the inverter circuit. The inverter circuit is configured with power elements such as IGBTs (Insulated Gate Bipolar Transistors) and MOSFETs (Metal-Oxide-Semiconductor Field-Effect Transistors), and supplies a drive voltage to the drive motor 12 with a duty ratio according to a control signal supplied from the controller. The controller is electrically connected to the control device 50, and supplies a control signal to the inverter circuit according to a command from the control device 50.

In this embodiment, the drive motor 12 is a brushless motor, and outputs a rotational motion according to the voltage and current supplied from the inverter circuit of the drive unit 11. Note that instead of a brushless motor, any other motor, such as an induction motor or a reluctance motor, may be used.

The gear box 13 physically connects the drive motor 12 and the rotor 30. The gear box 13 has multiple gears (not shown) and reduces the rotation of the drive motor 12 before transmitting it to the rotor 30. Note that the gear box 13 may be omitted and the rotating shaft of the rotor 30 may be directly connected to the drive motor 12.

The rotation speed sensor 14 and torque sensor 17 are provided on the drive motor 12, and detect the rotation speed and rotation torque of the drive motor 12, respectively. The current sensor 15 and voltage sensor 16 are provided between the drive unit 11 and the drive motor 12, and detect the drive current and drive voltage, respectively. The detection results of the sensors 14 to 17 are output to the control device 50 via the drive unit 11.

The battery 40 is composed of a lithium-ion battery, and functions as one of the power supply sources in the eVTOL 100. The battery 40 mainly supplies power to the drive unit 11 of each electric propulsion device 10 to drive each drive motor 12. Note that instead of the lithium-ion battery, any secondary battery such as a nickel-metal hydride battery may be used, and instead of or in addition to the battery 40, any power supply source such as a fuel cell or generator may be installed.

The converter 42 is connected to the battery 40 and steps down the voltage of the battery 40 to supply it to auxiliary equipment (not shown) and the control device 50 of the eVTOL 100. The distributor 44 distributes the voltage of the battery 40 to the drive units 11 of each electric propulsion device 10. Note that the distributor 44 may be omitted if each electric propulsion device 10 is provided with its own power supply source such as a battery 40.

The control device 50 is a microcomputer equipped with a memory unit 51 and a CPU (Central Processing Unit), and is configured as an ECU (Electronic Control Unit). The memory unit 51 has a ROM (Read Only Memory) and a RAM (Random Access Memory). The CPU functions as a control unit 52 that controls the overall operation of the eVTOL 100 by executing a control program prestored in the memory unit 51.

The overall operation of the eVTOL 100 includes, for example, vertical takeoff and landing, flight, and the execution of functional tests of each electric propulsion device 10. The vertical takeoff and landing and flight operations may be performed based on set flight route information, may be performed by piloting the crew, or may be performed based on commands from an external control unit 510 provided in an external device 500 described below. In the operation of the eVTOL 100, the control unit 52 controls the rotation speed and direction of the drive motor 12 of each electric propulsion device 10, the blade angle of each rotor 30, etc.

The aircraft communication unit 64 has a function of performing wireless communication, and is configured to transmit and receive information between the external communication unit 520 provided in the external device 500 and the eVTOL 100, and to be able to communicate with the control device 50. Examples of wireless communication include civilian VHF (Very High Frequency) wireless communication, wireless communication provided by telecommunications carriers such as 4G (fourth generation mobile communication system) and 5G (fifth generation mobile communication system), and wireless LAN communication conforming to the IEEE 802.11 standard. In addition, it may be, for example, USB (Universal Serial Bus) or wired communication conforming to the IEEE 802.3 standard. In addition, the external device 500 may be, for example, a computer for managing and controlling a server device that controls function tests and records test results. Such a management and control computer may be, for example, a server device located in an air traffic control room, or it may be a personal computer brought to the operation site of the eVTOL 100 by a maintenance worker who performs maintenance and inspection, including functional testing.

The notification unit 66 issues notifications in accordance with instructions from the control device 50. In this embodiment, the notification unit 66 is configured with a display device that is installed in the passenger compartment and displays characters, images, etc., and a speaker that outputs voice, warning sounds, etc., and notifies the occupants of various information through visual and auditory information.

The magnetic field sensor 70 is installed in the eVTOL 100 and detects the strength of the magnetic field. It is preferable that the magnetic field sensor 70 is a sensor that can detect the magnetic field with greater sensitivity than the control sensor. In this embodiment, one magnetic field sensor 70 is installed on the bottom of the aircraft 20.

A-2. Processing by the control device 50:
The control device 50 executes the process shown in Fig. 4 to execute a response process according to the magnetic field when the strength of the magnetic field detected by the magnetic field sensor 70 is equal to or greater than a set value. The process shown in Fig. 4 is executed repeatedly by the control device 50 when the eVTOL 100 is started. The response process is a process for causing the control device 50 or another eVTOL 100 to fly in response to a magnetic field having a strength equal to or greater than a set value, and is determined in advance.

In step S110, the control device 50 determines whether the strength of the magnetic field detected by the magnetic field sensor 70 is equal to or greater than a preset threshold value. The threshold value is a value previously determined by experiments or the like as the strength of the magnetic field at which the detection value of the control sensor may be outside the normal range. If the strength of the magnetic field is smaller than the threshold value (step S110: No), the control device 50 ends this process. If the strength of the magnetic field is equal to or greater than the threshold value (step S110: Yes), after a preset waiting time has elapsed, the control device 50 determines whether the detection value of the control sensor is within a preset normal range (step S120). The reason for determining whether the detection value of the control sensor is within a preset normal range after the waiting time has elapsed is that if the change in the detection value of the control sensor due to the magnetic field is instantaneous, there is little impact on the control of the eVTOL 100, and therefore there is no need to notify the abnormality occurrence information described below. The waiting time varies depending on the flight state of the eVTOL 100. For example, in this embodiment, the waiting time in horizontal flight is about 1 second, but since more stable control is required during vertical takeoff and landing, it is necessary to determine whether the detection value of the control sensor is within the normal range in a shorter waiting time than in horizontal flight.

If the detection value of the control sensor is within a preset normal range (step S120: Yes), the control device 50 responds by notifying the pilot of the magnetic field-related information (step S130) and transmitting the magnetic field-related information to the air traffic control room (step S140), and ends this process. "Magnetic field-related information" means information related to the magnetic field. In this embodiment, the magnetic field-related information includes at least the coordinates where a magnetic field with a strength equal to or greater than a threshold was detected. The magnetic field-related information may include the time when a magnetic field equal to or greater than a threshold was detected and the strength of the detected magnetic field. The pilot can control the eVTOL 100 based on the magnetic field-related information. The air traffic control room can issue warnings about the magnetic field to other aircraft based on the magnetic field-related information.

On the other hand, if the detection value of the control sensor is outside the preset normal range (step S120: No), the control device 50 responds by notifying the pilot of the magnetic field-related information and the abnormality occurrence information (step S132) and transmitting the magnetic field-related information and the abnormality occurrence information to the air traffic control room (step S142), and ends this process. "Abnormality occurrence information" refers to information about an abnormality caused by a magnetic field. "Abnormality caused by a magnetic field" refers to a situation in which the abnormality in the detection value of the control sensor continues even after the standby time has elapsed and there is a risk of preventing normal control of the eVTOL 100. In this embodiment, the abnormality occurrence information includes at least information on which electric propulsion device 10 among the multiple electric propulsion devices 10 has an abnormality caused by a magnetic field. The abnormality occurrence information may include the time when the abnormality occurred in the electric propulsion device 10. The pilot can control the eVTOL 100 based on the magnetic field-related information and the abnormality occurrence information. The air traffic control room can issue warnings about the magnetic field to other aircraft based on the magnetic field-related information and the abnormality occurrence information.

According to the control device 50 of the first embodiment described above, when the strength of the magnetic field detected by the magnetic field sensor 70 is equal to or greater than a preset threshold, the pilot is notified of magnetic field-related information and the air traffic control room is sent. In addition, when the detection value of the control sensor is outside a preset normal range, the pilot is notified of anomaly occurrence information in addition to magnetic field-related information and the air traffic control room is sent. Therefore, control such as changing the flight route of the eVTOL 100 and emergency landing can be performed according to the magnetic field and anomalies caused by the magnetic field, making it easier to avoid environments where strong magnetic fields or electric fields are generated, and reducing the deterioration of the flight stability of the eVTOL 100. In addition, since it is possible to warn other aircraft about the magnetic field via the air traffic control room, the deterioration of the flight stability of other aircraft can also be reduced.

B. Second embodiment:
The eVTOL 100 of the second embodiment is configured as an unmanned aerial vehicle. The control device 50 of the second embodiment differs from the control device 50 of the first embodiment in that the control device 50 transmits magnetic field related information and anomaly occurrence information to an air traffic control room and receives instructions from the air traffic control room to control the eVTOL 100, as shown in Figures 5 and 6. The device configuration of the eVTOL 100 of the second embodiment and other steps in the processing by the control device 50 are the same as those of the eVTOL 100 of the first embodiment, so the same configurations and steps are denoted by the same reference numerals and detailed description thereof is omitted.

As shown in FIG. 5, the control device 50 transmits magnetic field-related information to the air traffic control room in step S130 described above, and if the control device 50 does not receive instructions from the air traffic control room within a predetermined time (step S240: No), the control device 50 requests instructions from the air traffic control room (step S252) and waits for instructions from the air traffic control room again. If the control device 50 receives instructions from the air traffic control room (step S240: Yes), the control device 50 responds by controlling the eVTOL 100 according to the received instructions (step S250), and ends this process.

If the detection value of the control sensor is outside the preset normal range in step S120 described above, as shown in FIG. 6, the control device 50 responds by switching to a preset flight mode corresponding to the abnormality (step S232) and controls the eVTOL 100. In this embodiment, the "flight mode corresponding to the abnormality" refers to a mode that executes at least one of the following: stopping some of the multiple electric propulsion devices 10, including the electric propulsion device 10 in which the abnormality occurred, and continuing the flight, or searching for a possible landing site and landing the eVTOL 100.

In step S242, the control device 50 transmits to the air traffic control room the magnetic field-related information, the anomaly occurrence information, and also a notification that the flight mode has been switched to in response to the anomaly due to the occurrence of the magnetic field anomaly.

If an instruction is received from the air traffic control room (step S252: Yes), the control device 50 executes control of the eVTOL 100 in accordance with the instruction (step S262) and ends this process.

In contrast, if no instructions are received from the air traffic control room (step S252: No), the control device 50 continues to control the eVTOL 100 in a flight mode that corresponds to the abnormality (step S264) and ends this process.

The control device 50 of the second embodiment described above provides the same effects as the control device 50 of the first embodiment. In addition, by receiving instructions from an air traffic control room, the control device 50 can execute control of the eVTOL 100 according to information on a wider range of magnetic fields based on information transmitted from other eVTOLs 100 to the air traffic control room, making it easier to avoid environments where strong magnetic fields or electric fields are generated, and reducing the deterioration of the flight stability of the eVTOL 100. Furthermore, when an abnormality due to a magnetic field occurs, a flight mode corresponding to the abnormality is switched to maintain safe flight, and therefore reducing the deterioration of the safety of the eVTOL 100 when an abnormality occurs.

C. Third embodiment:
The eVTOL 100 of the third embodiment is configured as an unmanned aerial vehicle. As shown in Figures 7 and 8, the control device 50 of the third embodiment differs from the control device 50 of the second embodiment in that it performs processing from step S330 to step S374 after step S120. The device configuration of the eVTOL 100 of the third embodiment and other steps in the processing by the control device 50 are the same as those of the eVTOL 100 of the second embodiment, so the same configurations and steps are denoted by the same reference numerals and detailed description thereof will be omitted.

If the detection value of the control sensor is within the normal range in step S120 described above, the control device 50 performs a response process of recalculating the flight route based on the magnetic field-related information (step S330). The control device 50 then transmits information about the new flight route obtained by the recalculation to the air traffic control room together with the magnetic field-related information (step S340), and requests permission to change the flight route to the new flight route.

If the air traffic control room authorizes the flight route change (step S350: Yes), the control device 50 changes the flight route to the new flight route (step S360) and ends the process.

In contrast, if the flight route change is not permitted by the air traffic control room (step S350: No) and an instruction is received from the air traffic control room as shown in FIG. 8 (step S362: Yes), the control device 50 responds by controlling the eVTOL 100 according to the instruction from the air traffic control room (step S372) and ends this process. If an instruction is not received from the air traffic control room (step S362: No), the control device 50 ends this process without changing the control of the eVTOL 100 (step S374).

The control device 50 of the third embodiment described above provides the same effects as the control device 50 of the second embodiment. In addition, the control device 50 transmits a new flight route recalculated according to the magnetic field to the air traffic control room, and changes the flight route to the new flight route with permission, making it easier to avoid environments where strong magnetic fields or electric fields are generated, and further suppresses deterioration of the flight stability of the eVTOL 100.

D. Fourth embodiment:
The eVTOL 100 of the fourth embodiment is configured as an unmanned aerial vehicle. As shown in Fig. 9, the control device 50 of the fourth embodiment differs from the control device 50 of the first embodiment in that the control device 50 controls the eVTOL 100 only in accordance with instructions from an air traffic control room. The device configuration of the eVTOL 100 of the fourth embodiment and other steps in the processing by the control device 50 are the same as those of the eVTOL 100 of the first embodiment, so the same configurations and steps are denoted by the same reference numerals and detailed description thereof will be omitted.

If the detection value of the control sensor is within the normal range in step S120, the control device 50 executes the process of step S140 described above. If the detection value of the control sensor is outside the normal range, the control device 50 executes the process of step S142 described above.

After transmitting the information to the air traffic control room, in either of the above cases, the control device 50 executes the above-mentioned steps S362 to S374 shown in FIG. 8 as a response process, and then ends this process.

The control device 50 of the fourth embodiment described above provides the same effects as the control device 50 of the first embodiment. In addition, since the control device 50 executes control of the eVTOL 100 according only to instructions from the air traffic control room, control can be performed in response to magnetic fields and anomalies caused by magnetic fields without requiring complex processing in the control device 50, and a decrease in the flight stability of the eVTOL 100 can be suppressed.

E. Fifth embodiment:
The control device 50 of the fifth embodiment differs from the control device 50 of the first embodiment in that it does not include a magnetic field sensor 70, and instead determines whether an abnormality has occurred due to a magnetic field using the magnitude of the difference between the detection value of the control sensor and a reference value. The device configuration of the eVTOL 100 of the fifth embodiment and other steps in the processing by the control device 50 are the same as those of the eVTOL 100 of the first embodiment, so the same configurations and steps are denoted by the same reference numerals and detailed descriptions thereof are omitted.

In step S510 shown in FIG. 10, the control device 50 calculates the magnitude of the difference between the detection value of the control sensor and a preset reference value. The reference value is set in advance in the storage unit 51 as the detection value of the control sensor under normal circumstances. For example, in a configuration in which the control sensor detects the rotation speed of the drive motor 12, the average rotation speed of the drive motor 12 under normal circumstances may be set as the reference value for each flight mode, such as the vertical takeoff and landing mode or the horizontal flight mode, and for each flight altitude.

If the magnitude of the calculated difference is smaller than the preset first threshold (step S515: No), the control device 50 ends this process. If the magnitude of the calculated difference is equal to or greater than the preset first threshold (step S515: Yes), the control device 50 calculates the magnitude of the difference between the detection value of the control sensor and the reference value again after a preset waiting time has elapsed since the previous calculation of the magnitude of the difference (step S520). The reason for calculating the magnitude of the difference between the detection value of the control sensor and the reference value again after the waiting time has elapsed is that if the change in the detection value of the control sensor due to the magnetic field is instantaneous, there is little impact on the control of the eVTOL 100, and therefore no notification of abnormality occurrence information is required.

If the magnitude of the difference calculated again is equal to or greater than the second threshold value set in advance (step S525: Yes), the control device 50 executes the above-described steps S13.2 and S14.2 as a response process and ends this process. If the magnitude of the difference calculated again is smaller than the second threshold value set in advance (step S525: No), the control device 50 executes the above-described steps S13.0 and S14.0 as a response process and ends this process. In this embodiment, the second threshold value is equal to or greater than the first threshold value.

The control device 50 of the fifth embodiment described above provides the same effects as the control device 50 of the first embodiment. In addition, the manufacturing cost of the eVTOL 100 can be reduced because the magnetic field sensor 70 is not required to determine the strength of the magnetic field that may cause a difference between the output value of the control sensor and the reference value.

F. Other embodiments:
(F1) In the above embodiment, one magnetic field sensor 70 is installed under the aircraft body 20, but the present disclosure is not limited to this. A magnetic field sensor 70 may be installed inside each of the multiple electric propulsion devices 10. With this configuration, the control device 50 can detect the direction in which the magnetic field is generated and the influence of the magnetic field of each electric propulsion device 10.

(F2) In the above embodiment, the control device 50 transmits the magnetic field-related information and abnormality occurrence information to the air traffic control room, but the present disclosure is not limited to this. The control device 50 may transmit the magnetic field-related information and abnormality occurrence information directly to aircraft flying nearby. With this configuration, it is possible to warn other aircraft about the magnetic field in a shorter time than if the magnetic field-related information and abnormality occurrence information were transmitted to other aircraft via the air traffic control room.

(F3) In the above embodiment, the control device 50 transmits the magnetic field-related information and the abnormality occurrence information to the air traffic control room, but the present disclosure is not limited to this. The control device 50 may record the magnetic field-related information and the abnormality occurrence information in the memory unit 51. According to this configuration, by recording the magnetic field-related information and the abnormality occurrence information in the memory unit 51, the time required to inspect the eVTOL 100 after landing can be shortened.

(F4) In the above embodiment, the control device 50 executes control of the eVTOL 100 in response to instructions from an air traffic control room, but the present disclosure is not limited to this. The control device 50 may execute control of the eVTOL 100 in response to a warning or the like sent directly from another aircraft flying nearby.

(F5) In the above embodiment, the pilot can execute control of the eVTOL 100 based on the magnetic field-related information and the abnormality occurrence information, but the present disclosure is not limited to this. The control device 50 may forcibly execute a preset control based on the magnetic field-related information and the abnormality occurrence information.

(F6) In the above embodiment, the control device 50 determines whether the detection value of the control sensor is within the normal range after the waiting time has elapsed after determining that the strength of the detected magnetic field is equal to or greater than the threshold, but the present disclosure is not limited to this. The control device 50 may also determine whether the detection value of the control sensor is within the normal range immediately after determining that the strength of the detected magnetic field is equal to or greater than the threshold.

(F7) In the above embodiment, the control device 50 performs a determination using the first threshold value and then a determination using the second threshold value after the waiting time has elapsed, but the present disclosure is not limited to this. The control device 50 may perform a determination using the second threshold value immediately after the determination using the first threshold value.

The present disclosure is not limited to the above-described embodiments, and can be realized in various configurations without departing from the spirit of the present disclosure. For example, the technical features in each embodiment that correspond to the technical features in the form described in the Summary of the Invention column can be replaced or combined as appropriate to solve some or all of the above-described problems or to achieve some or all of the above-described effects. Furthermore, if a technical feature is not described in this specification as essential, it can be deleted as appropriate.

The control unit and the method described in the present disclosure may be realized by a dedicated computer provided by configuring a processor and memory programmed to execute one or more functions embodied in a computer program. Alternatively, the control unit and the method described in the present disclosure may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the control unit and the method described in the present disclosure may be realized by one or more dedicated computers configured by combining a processor and memory programmed to execute one or more functions with a processor configured with one or more hardware logic circuits. In addition, the computer program may be stored in a computer-readable non-transient tangible recording medium as instructions executed by the computer.

50...Control device, 70...Magnetic field sensor, 100...Electric vertical take-off and landing aircraft

Claims (9)

A control device (50) for an electric vertical take-off and landing aircraft (100), comprising:
When the strength of the magnetic field detected by the magnetic field sensor (70) equipped in the electric vertical take-off and landing aircraft is equal to or greater than a preset threshold value, a predetermined response process is executed so that the electric vertical take-off and landing aircraft or another electric vertical take-off and landing aircraft flies in accordance with the magnetic field ;
When the strength of the magnetic field is equal to or greater than the threshold value and when a detection value of a control sensor, which is a sensor used to control an electric propulsion device (10) equipped in the electric vertical take-off and landing aircraft and detects a value of a parameter related to the output of the electric propulsion device, is outside a preset range, the response process is to notify the occurrence of an abnormality due to the magnetic field.
Control device. A control device (50) for an electric vertical take-off and landing aircraft (100), comprising:
When the strength of the magnetic field detected by the magnetic field sensor (70) equipped in the electric vertical take-off and landing aircraft is equal to or greater than a preset threshold value, a predetermined response process is executed so that the electric vertical take-off and landing aircraft or another electric vertical take-off and landing aircraft flies in accordance with the magnetic field;
When the strength of the magnetic field is equal to or greater than the threshold value and when a detection value of a control sensor that is a sensor used to control an electric propulsion device provided in the electric vertical take-off and landing aircraft and detects a value of a parameter related to an output of the electric propulsion device is outside a preset range, the response process is
A process of continuing flight using an electric propulsion device that is not experiencing an abnormality due to the magnetic field among the plurality of electric propulsion devices;
a process of searching for a possible landing site and landing the electric vertical take-off and landing aircraft at the possible landing site;
Control device. The control device according to claim 1 or 2 ,
The response process includes a process of notifying magnetic field-related information including at least coordinates where the magnetic field having a strength equal to or greater than the threshold is detected.
Control device. The control device according to any one of claims 1 to 3 ,
The response process includes a process of receiving an instruction from an air traffic control room and executing control of the electric vertical take-off and landing aircraft.
Control device. The control device according to claim 4 ,
The corresponding process includes:
recalculating the flight route in response to the magnetic field;
A process of transmitting information on the recalculated new flight route to the air traffic control room together with magnetic field-related information including at least the coordinates where the magnetic field having a strength equal to or greater than the threshold is detected;
and after receiving permission to change to the new flight route from the air traffic control room, changing the flight route to the new flight route.
Control device. A control device for an electric vertical take-off and landing aircraft, comprising:
when the magnitude of a difference between a detection value of a control sensor of an electric propulsion device provided in the electric vertical take-off and landing aircraft and a reference value that is preset as a detection value of the control sensor under normal circumstances is equal to or greater than a preset first threshold, the electric vertical take-off and landing aircraft or another electric vertical take-off and landing aircraft executes a predetermined response process to fly in accordance with a magnetic field of a strength that may be a cause of the difference;
Control device. The control device according to claim 6 ,
when it is determined that the magnitude of the difference is equal to or greater than the first threshold, it is determined whether or not the magnitude of the difference is equal to or greater than a second threshold that is equal to or greater than the first threshold, and different processes are executed as the corresponding process depending on a result of the determination.
Control device. A computer program for controlling an electric vertical take-off and landing aircraft (100), comprising:
When the strength of the magnetic field detected by the magnetic field sensor (70) equipped in the electric vertical take-off and landing aircraft is equal to or greater than a preset threshold value, a predetermined response process is executed so that the electric vertical take-off and landing aircraft or another electric vertical take-off and landing aircraft flies in accordance with the magnetic field;
A computer program for causing a computer to realize a function of notifying the occurrence of an abnormality due to the magnetic field as the response processing when the strength of the magnetic field is equal to or greater than the threshold value and when the detection value of a control sensor, which is a sensor used to control an electric propulsion device (10) equipped on the electric vertical take-off and landing aircraft and detects the value of a parameter related to the output of the electric propulsion device, is outside a predetermined range. A computer program for controlling an electric vertical take-off and landing aircraft (100), comprising:
When the strength of the magnetic field detected by the magnetic field sensor (70) equipped in the electric vertical take-off and landing aircraft is equal to or greater than a preset threshold value, a predetermined response process is executed so that the electric vertical take-off and landing aircraft or another electric vertical take-off and landing aircraft flies in accordance with the magnetic field;
When the strength of the magnetic field is equal to or greater than the threshold value and when a detection value of a control sensor that is a sensor used to control an electric propulsion device provided in the electric vertical take-off and landing aircraft and detects a value of a parameter related to an output of the electric propulsion device is outside a preset range, the response process is
A process of continuing flight using an electric propulsion device that is not experiencing an abnormality due to the magnetic field among the plurality of electric propulsion devices;
and a process of searching for a possible landing site and landing the electric vertical take-off and landing aircraft at the possible landing site.

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