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WO2020166337A1 - Dispositif actionneur électrique pour objet volant et procédé de commande - Google Patents

Dispositif actionneur électrique pour objet volant et procédé de commande Download PDF

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Publication number
WO2020166337A1
WO2020166337A1 PCT/JP2020/003207 JP2020003207W WO2020166337A1 WO 2020166337 A1 WO2020166337 A1 WO 2020166337A1 JP 2020003207 W JP2020003207 W JP 2020003207W WO 2020166337 A1 WO2020166337 A1 WO 2020166337A1
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WO
WIPO (PCT)
Prior art keywords
motor
motor driver
inner rotor
signal
aircraft
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/JP2020/003207
Other languages
English (en)
Japanese (ja)
Inventor
山下　敏明
英夫 安達
尚志 水本
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.)
NEC Corp
Original Assignee
NEC 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 NEC Corp filed Critical NEC Corp
Priority to JP2020572152A priority Critical patent/JP7201010B2/ja
Publication of WO2020166337A1 publication Critical patent/WO2020166337A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/08—Helicopters with two or more rotors
    • 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
    • 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
    • B64D27/35—Arrangements for on-board electric energy production, distribution, recovery or storage
    • B64D27/357—Arrangements for on-board electric energy production, distribution, recovery or storage using batteries
    • 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
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U50/00—Propulsion; Power supply
    • B64U50/10—Propulsion
    • B64U50/19—Propulsion using electrically powered motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
    • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
    • H02K21/14—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures
    • H02K21/16—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures having annular armature cores with salient poles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/20—Controlling the acceleration or deceleration
    • 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
    • Y02T50/40—Weight reduction
    • 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 invention relates to an electric actuator device and a driving method used for an aircraft.
  • multi-copter (drone) type electric flight vehicle having a total weight of 100 kg or more.
  • the multi-copter type electric flying vehicle has excellent characteristics, especially in terms of maintainability of the propulsion engine section and suppression of CO 2 emission, when compared with an engine-based flying vehicle such as a conventional single-rotor helicopter. Have.
  • the main technical issues for realizing a “flying car” are the high density of the battery that can be installed, and the optimization of the electric motor and motor driver, which is enough to make the aircraft of 100kg or more fly freely. It is possible to realize an electric actuator system within a weight range that can be sufficiently mounted on the airframe while securing a large output.
  • the flight device disclosed in Patent Document 1 includes a motor, a drive shaft, a thruster including a propeller, an arm drive unit of an arm unit extending from the main body, and an attitude control unit.
  • the thruster is provided at the tip of the arm portion and generates a propulsive force.
  • the arm drive unit three-dimensionally compositely drives at least one of the arm units to change the positional relationship between the thrusters.
  • the attitude control unit controls the thrust of the thrusters based on the positional relationship between the thrusters changed by the arm drive unit.
  • the motor control device shown in Patent Document 2 includes a power supply circuit that includes a power switch that constitutes a charging circuit, a smoothing capacitor, and a discharging circuit.
  • the power switch prevents a large inrush current from flowing into the smoothing capacitor immediately after the motor control device is activated, and precharges the smoothing capacitor while limiting the charging current. Further, the power switch is in an on/off state (switching operation) when the motor control device is activated, in an on state (conduction state) when the inverter is operating, and in an off state (non-conduction state) when the motor control device is stopped.
  • the overvoltage suppressing device disclosed in Patent Document 3 suppresses an overvoltage in a motor driving device that regenerates electric power generated by a motor into a battery. Further, in Patent Document 3, when the regenerative voltage (inverter voltage) exceeds the voltage of the battery overvoltage determination threshold value, the motor is driven in the reverse direction (reverse direction, reverse direction) with respect to the power running side of the motor. It outputs a PWM drive signal for driving. As a result, in Patent Document 3, reverse torque is generated in the motor, and regenerative electric power is consumed by the motor to suppress voltage increase in the battery and the drive circuit.
  • Patent Document 1 In the air vehicle of Patent Document 1, when the diameter of the motor is increased for the purpose of outputting high torque, the mass of the entire motor also greatly increases as the torque output increases. For this reason, it becomes difficult for the air vehicle of Patent Document 1 to simultaneously realize high torque output and lightweight of the motor. Further, although Patent Documents 2 and 3 show techniques for stabilizing a motor, there is no description about how to incorporate these techniques into an unmanned air vehicle. Patent Documents 2 and 3 stably fly the aircraft by controlling the aircraft itself under a disturbance condition such as wind, and by appropriately controlling the drive in accordance with a change in a motor load accompanying a change in the flight state of the aircraft. It does not disclose the technology.
  • An example of an object of the present invention is to provide an electric actuator device and a driving method for a flying body that can achieve high output, stabilization and weight reduction as an actuator at the same time while increasing the motor diameter.
  • An electric actuator device for a flying vehicle an inner rotor motor mounted on the flying vehicle and generating thrust of the flying vehicle, and a motor driver supplying a drive signal to the inner rotor motor,
  • An aircraft power source serving as a power source of the aircraft and an extended function module that outputs a signal for controlling a current supplied from the aircraft power source to the motor driver to the motor driver.
  • the extended function module outputs a signal to the motor driver for limiting an inrush current when the motor driver is activated, and the inner rotor motor decelerates with respect to the motor driver.
  • the regenerative processing module that outputs a signal for preventing a voltage increase due to the regenerative power that occurs when the inner rotor motor is decelerated is prevented from flowing backward.
  • a backflow prevention module that outputs a signal for performing the operation.
  • a driving method of an electric actuator device for a flying object is a driving method of an electric actuator device for the flying object, wherein the electric actuator device is mounted on the flying object and An inner rotor motor that generates thrust, a motor driver that supplies a drive signal to the inner rotor motor, and a flying body power source that serves as a power source of the flying body. And outputting a signal for controlling a current supplied from the aircraft power source to the motor driver. Outputting the signal includes outputting to the motor driver a signal for limiting an inrush current when the motor driver starts up, and decelerating the inner rotor motor from the motor driver.
  • FIG. 1 is a schematic configuration diagram of an electric actuator device for an air vehicle according to an embodiment of the present invention.
  • FIG. 1 is a schematic configuration diagram of an electric actuator device for an aircraft according to a first embodiment of the present invention. It is a figure which shows the relationship between the coil and magnet of the motor comprised by adopting 1st embodiment of this invention.
  • the electric actuator device 100 includes an inner rotor motor 1, a motor driver 2, an aircraft power supply 3, and an extended function module 4.
  • the inner rotor motor 1, the motor driver 2, the aircraft power supply 3, and the extended function module 4 are all installed in the aircraft A.
  • a manned flying vehicle such as an aircraft or an unmanned large flying vehicle such as a drone is assumed.
  • the inner rotor motor 1 is installed to generate thrust on the flying body A.
  • the motor driver 2 is provided to generate and output a drive signal for driving the inner rotor motor 1.
  • the aircraft power source 3 serves as a power source for the aircraft A.
  • the extended function module 4 is provided for controlling the current supplied from the aircraft power supply 3 to the motor driver 2 and the like.
  • the extended function module 4 is configured by at least one of the inrush restriction module 5, the regeneration processing module 6, and the backflow prevention module 7.
  • the inrush limiting module 5 is provided for the motor driver 2 to limit the inrush current when the driver is started.
  • the regenerative processing module 6 is provided for the motor driver 2 to prevent a voltage increase due to regenerative power generated during motor deceleration.
  • the backflow prevention module 7 is provided for the motor driver 2 to prevent a backflow of current due to regenerative power generated during motor deceleration.
  • the inrush limiting module 5 that limits the inrush current when the driver is started, and the other shaft due to the voltage increase when the motor is decelerated.
  • the regenerative processing module 6 for preventing the influence on the operation and the backflow prevention module 7 for preventing the rise of the power supply voltage due to the regenerative power at the time of decelerating the motor returning to the side of the aircraft power supply (power supply) 3 are provided for the motor control. It is arranged to be installed in combination with the motor driver 2.
  • the diameter of the inner rotor motor is increased for higher output, and the number of slots (coils) arranged on the stator side is reduced as much as possible for weight reduction. Also, it is possible to make the number of poles (the number of magnets) arranged on the rotor side as large as possible. As a result, in the electric actuator device 100 according to the embodiment of the present invention, it is possible to simultaneously achieve high output, stabilization and weight reduction of the inner rotor motor 1 while increasing the motor diameter.
  • This electric actuator device 101 includes an inner rotor motor 11, a motor driver 12, a flying body power source 13, and an extended function module (extended function unit, extended function means) 14, and is mounted in the aircraft A1. Furthermore, the air vehicle A1 further includes a flight control module 20.
  • the flight control module 20 determines the motor state detection signal S3 output from the motor driver 12 and the state of the flying body A1 output from the flying body state detector 21 of the flying body A (according to the dynamics of the flying body A1).
  • the motor driver 12 is feedback-controlled based on the flying body state detection signal 21A shown. Details of the flight control module 20 will be described later.
  • the flying body state detector 21 may be acquired by the flying body state detector 21 according to the dynamics of the flying body A1.
  • the inner rotor motor 11 is installed to generate thrust on the aircraft A1.
  • the state of the inner rotor motor 11 is output to the motor driver 12 as a sensor detection signal 11A.
  • the inner rotor motor 11 includes a plurality of coils 32 of each slot installed on the stator 30 side of the inner rotor motor 11, and a plurality of magnets 33 installed on the rotor 31 side of the inner rotor motor 11.
  • the inner rotor motor 11 supplies a current to the coil 32 in accordance with the motor drive signal S1 output from the motor driver 12 to generate torque between the inner rotor motor 11 and the magnet 33 and rotate the rotor appropriately.
  • the inner rotor motor 11 detects the rotation speed and the number of rotations of the rotor by the sensor 34 mounted in the inner rotor motor 11, and outputs the detected information to the motor driver 12 as a sensor detection signal 11A.
  • the motor driver 12 detects the state of the inner rotor motor 11.
  • the motor driver 12 outputs a motor drive signal S1 for driving the inner rotor motor 11, a motor driver power supply output signal S2 for supplying power to the extended function module 14, and an inner rotor motor 11 signal for the flight control module 20. It is provided to output the motor state detection signal S3 indicating the state.
  • the motor driver power supply output signal S2 is a signal output to the extended function module 14 to cause the aircraft power supply 13 to output a current.
  • the motor state detection signal S3 is a signal indicating the state of the inner rotor motor 11, and is output to the flight control module 20.
  • the motor driver 12 includes a sensor detection signal 11A output from the inner rotor motor 11, a motor driver power input signal 14A (described later) output from the extended function module 14, and an inner rotor output from the flight control module 20. Based on the motor drive control command signal 20A (described later), the motor drive signal S1, the motor driver power supply output signal S2, and the motor state detection signal S3 are output, and the outputs of these signals are feedback controlled.
  • the aircraft power supply 13 serves as a power source for the aircraft A1.
  • the aircraft power supply 13 supplies power with the aircraft power supply signal 13A.
  • the extended function module 14 is provided to control the current supplied from the aircraft power supply 13 to the motor driver 12.
  • the extended function module 14 is powered by the motor driver power input signal 14A.
  • the extended function module 14 is composed of a rush limiting module (rush limiting unit, rush limiting unit) 15, a regenerative processing module (regenerative processing unit, regenerative processing unit) 16 and a backflow prevention module (backflow preventing unit, backflow preventing unit) 17. It The extended function module 14 may be configured by one or two of the inrush restriction module 15, the regeneration processing module 16, and the backflow prevention module 17.
  • the inrush limiting module 15 is provided for the motor driver 12 to limit the inrush current when the driver is started.
  • the regenerative processing module 16 is provided for the motor driver 12 to prevent a voltage increase due to regenerative power generated during motor deceleration.
  • the backflow prevention module 17 is provided for the motor driver 12 to prevent a backflow of current due to regenerative power generated during motor deceleration.
  • the extended function module 14 as described above, based on the flight vehicle power source signal 13A output from the flight vehicle power source 13 and the motor driver power source output signal S2 output from the motor driver 12, the rush limiting module 15 and the regeneration.
  • a motor driver power supply input signal 14A for driving the motor driver 12 is output via the processing module 16 and the backflow prevention module 17.
  • the motor driver power supply output signal S2 generated by detecting by the motor driver 12 whether the inner rotor motor 11 is in the decelerating state or the starting state based on the sensor detection signal 11A from the inner rotor motor 11.
  • the flight vehicle power source signal 13A generated by the flight vehicle power source 13 is generated via the inrush limiting module 15, the regeneration processing module 16 and the backflow prevention module 17.
  • the flight control module 20 includes a flight body state detection signal 21A that can be acquired by a flight body state detector 21 that analyzes the attitude of the flight body A1, and a motor state detection signal that indicates the state of the inner rotor motor 11 output from the motor driver 12. From S3, an inner rotor motor drive control command signal 20A for feedback controlling the inner rotor motor 11 driven by the motor driver 12 is generated and output.
  • the flying body state detector 21 detects the amount of state of the flying body A1 such as speed, trajectory, attitude, and stability by various sensors mounted on the flying body, and the detection result is used as a flying body state detection signal 21A for flight control. Output to module 20.
  • the inner rotor motor 11 of the present embodiment can have a motor diameter of ⁇ 270 mm or more ( ⁇ 300 mm in FIG. 3). That is, the stator 30 has an internal space that accommodates the rotor having a diameter (R) of 270 mm or more. Further, the inner rotor motor 11 is composed of coils 32 of 46 slots or less (36 slots in FIG. 3) mounted on the stator 30 side and permanent magnets of 10 poles or more (32 poles in FIG. 3) mounted on the rotor 31 side. It is composed of a magnet 33 and a sensor 34 for detecting the rotation angle of the rotor.
  • the mass of the inner rotor motor alone is It will be about 23 kg.
  • the output of the inner rotor motor 11 is set to 30 kW, but the mass of the inner rotor motor alone is set to 10 kg or less. Therefore, the motor diameter is increased to ⁇ 300 mm and the inner rotor motor 11 is installed on the side of the stator 30, which is a weight source.
  • the number of coils can be reduced to 36 slots, and at the same time, the number of magnets installed on the rotor 31 side can be increased to 32 poles.
  • the motor diameter becomes large, a high output of 30 kW and a weight reduction of 10 kg can be achieved at the same time.
  • the operation of the present embodiment shown in FIGS. 2 and 3 will be described as a specific example in which the inner rotor motor 11 is driven at 3000 rpm (rotations per minute).
  • the aircraft power supply signal 13A generated by the aircraft power supply 13 is input to the motor driver 12 via the extended function module 14 as a motor driver power supply input signal 14A.
  • the motor driver 12 generates the motor drive signal S1 from the inner rotor motor drive control command signal 20A and the motor driver power supply input signal 14A and outputs the motor drive signal S1 to the inner rotor motor 11,
  • the inner rotor motor 11 is driven to rotate.
  • the motor driver 12 After that, the motor driver 12 generates the motor driver power supply output signal S2 and the motor state detection signal S3 based on the sensor detection signal 11A indicating the state of the inner rotor motor 11 which is rotationally driven by the motor drive signal S1.
  • the flight body state detection signal 21A indicating the state of the flight body A1 is fetched from the flight body state detector 21, and based on the information indicated by these detection signals, The inner rotor motor drive control command signal 20A is generated.
  • the extended function module 14 determines from the motor driver power supply output signal S2 generated by the motor driver 12 whether the motor driver 12 is starting up or the inner rotor motor 11 is decelerating. At this time, the extended function module 14 outputs the motor driver power supply input signal 14A based on the output from the inrush limiting module 15 at the time of driver startup, and outputs it to the regeneration processing module 16 and the backflow prevention module 17 at the time of motor deceleration. Based on this, the motor driver power supply input signal 14A is output.
  • the motor driver 12 supplies the inner rotor motor 11 with the inner rotor motor drive control command signal 20A generated by the flight control module 20 and the motor driver power input signal 14A generated by the extended function module 14. Accordingly, the inner rotor motor 11 can be optimally driven.
  • the flight control module 20 and the extended function module 14 are appropriately used as the motor driver 12 for the inner rotor motor 11 that simultaneously achieves a high output of 30 kW and a weight reduction of 10 kg.
  • the electric actuator for a large aircraft can be stably driven by the unique technique of combining the motor driver 12, the flight control module 20, the extended function module 14, and the inner rotor motor 11.
  • the inner rotor motor (inner rotor type motor) 11 has the inrush limiting module 15 that limits the inrush current at the time of driver startup, and the voltage at the time of motor deceleration.
  • the regenerative processing module 16 for preventing the influence on the other axis operation due to the rise, and the backflow prevention module 17 for preventing the rise of the power supply voltage due to the regenerative power at the time of decelerating the motor returning to the side of the aircraft power supply 13 are provided for the motor control.
  • the motor driver 12 is installed in combination.
  • the diameter R of the inner rotor motor 11 is increased for higher output, and then the number of slots (coils 32) arranged on the stator 30 side can be reduced for weight reduction. It is possible to make the number of poles (number of magnets 33) arranged on the rotor side as large as possible while reducing the number as much as possible. As a result, in the electric actuator device 101 of the present embodiment, it is possible to simultaneously achieve high output, stabilization and weight reduction of the inner rotor motor 11 while increasing the motor diameter.
  • the stator 30 of the inner rotor motor 11 has a motor diameter of ⁇ 270 mm or more, the number of coils mounted on the stator 30 side is 46 slots or less, and the stator 31 side is provided on the rotor 31 side. It is possible to realize a configuration in which the attached magnet has 10 or more poles.
  • the motor diameter is 300 mm, the number of coils 32 is 36 slots, and the number of magnets 33 is 32 poles.
  • the embodiment of the present invention relates to an electric actuator device and a driving method applied to a large flying object.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Ac Motors In General (AREA)
  • Permanent Magnet Type Synchronous Machine (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

La présente invention concerne un dispositif actionneur électrique destiné à un objet volant et comprenant : un moteur à rotor interne qui est monté sur l'objet volant et génère une poussée pour l'objet volant ; un dispositif de commande de moteur qui fournit un signal de commande au moteur à rotor interne ; une source d'énergie d'objet volant qui sert de source d'entraînement de l'objet volant ; et un module fonctionnel étendu qui délivre, au dispositif de commande de moteur, un signal pour commander un courant fourni à partir de la source d'alimentation d'objet volant au dispositif de commande de moteur. Le module fonctionnel étendu comporte au moins un élément parmi : un module de limitation de démarrage dans lequel un signal pour limiter un courant de démarrage lorsque le dispositif de commande de moteur démarre est délivré au dispositif de commande de moteur ; un module de traitement de régénération dans lequel un signal pour empêcher une augmentation d'une tension due à une puissance de régénération générée lorsque le moteur de rotor interne est décéléré, est délivré au dispositif de commande de moteur ; et un module de prévention de reflux dans lequel un signal pour empêcher le reflux du courant dû à la puissance de régénération générée lorsque le moteur de rotor interne est décéléré, est délivré au dispositif de commande de moteur.
PCT/JP2020/003207 2019-02-13 2020-01-29 Dispositif actionneur électrique pour objet volant et procédé de commande Ceased WO2020166337A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2020572152A JP7201010B2 (ja) 2019-02-13 2020-01-29 飛行体用の電動アクチュエータ装置及び駆動方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019023371 2019-02-13
JP2019-023371 2019-02-13

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WO2020166337A1 true WO2020166337A1 (fr) 2020-08-20

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016136815A1 (fr) * 2015-02-25 2016-09-01 本田技研工業株式会社 Système d'alimentation
WO2017200609A1 (fr) * 2016-05-18 2017-11-23 Airbus Group Hq, Inc. Aéronef à décollage et atterrissage verticaux à configurations d'ailes inclinées
WO2018079290A1 (fr) * 2016-10-24 2018-05-03 パナソニックＩｐマネジメント株式会社 Dispositif volant

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016136815A1 (fr) * 2015-02-25 2016-09-01 本田技研工業株式会社 Système d'alimentation
WO2017200609A1 (fr) * 2016-05-18 2017-11-23 Airbus Group Hq, Inc. Aéronef à décollage et atterrissage verticaux à configurations d'ailes inclinées
WO2018079290A1 (fr) * 2016-10-24 2018-05-03 パナソニックＩｐマネジメント株式会社 Dispositif volant

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JP7201010B2 (ja) 2023-01-10

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