aircraft

Abstract

The present invention provides an aircraft that can prevent fuel cell power generation from stopping during flight even in the event of an operational error. The aircraft includes a fuel cell and a propeller driven by electricity generated by the fuel cell. The aircraft comprises a stop mechanism that instructs the fuel cell to stop power generation; a control unit that performs a process to stop power generation; legs that touch the ground when the aircraft is landed to support the aircraft's load; and sensors that detect the load applied to the legs. The control unit can stop power generation based on signals from the stop mechanism and the sensor only when the legs are subjected to a specified load.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to an aircraft. BACKGROUND

[0002] In an aircraft that flies with an engine that uses fuel as a power source, a method and a device that control the flow of fuel to the engine are disclosed in Patent Literature 1, and an automatic control system for an auxiliary power unit of an aircraft and a related method are disclosed in Patent Literature 2.

[0003] Patent Literature 1: Japanese Patent Application Laid-Open No. 2007-511701

[0004] Patent Literature 2: Japanese Patent Application Laid-Open No. 2008-514485

[0005] In an aircraft that uses a fuel cell as a power source for flight, when the power generation is stopped in flight due to an operation to stop the power generation of the fuel cell (a stop operation of a switch, etc.), the power for thrust generation is lost. If the power generation of the fuel cell is once stopped, there is a concern that it takes time to restart compared to the engine, and according to the situation, it cannot be restarted due to icing. SUMMARY

[0006] In view of this, an object of the present disclosure is to provide an aircraft that can prevent the power generation of a fuel cell from being stopped in flight even if there is a misoperation.

[0007] The present application discloses an aircraft, provided with a fuel cell and a propeller driven by power generated by the fuel cell, wherein there are: a stop mechanism that instructs the power generation of the fuel cell to stop; a control section that performs a process to stop the power generation of the fuel cell; a foot section that supports the load of the aircraft by grounding in a landing state of the aircraft; and a sensor that detects the load supported by the foot section, and the control section can perform the process to stop the power generation based on signals from the stop mechanism and the sensor only when the foot section supports a prescribed load.

[0008] Here, "the control section can perform the process to stop the power generation based on signals from the stop mechanism and the sensor only when the foot section supports a prescribed load" means at least one of the control section does not perform the process to stop the power generation if the stop mechanism (a stop switch, etc.) is operated but the condition is not satisfied, and the stop mechanism (a stop switch, etc.) cannot be operated if the condition is not satisfied.

[0009] It can be configured to have a plurality of sensors provided for the foot section, and the control section can perform the process to stop the power generation when all of the sensors detect that a prescribed load is supported.

[0010] The control section can be configured to perform the power generation stop process when it is confirmed that the load detected by the sensor has been maintained for a certain period of time after the sensor detects that the prescribed load is being borne.

[0011] According to the aircraft of the present disclosure, even if there is a misoperation, the power generation of the fuel cell can be prevented from stopping in flight. BRIEF DESCRIPTION OF DRAWINGS

[0012] Figure 1 is a view showing the appearance of an aircraft (aircraft 1).

[0013] Figure 2 is a view showing an instrument panel 3a.

[0014] Figure 3 is a schematic view explaining the structure for power generation of a fuel cell 10.

[0015] Figure 4 is a schematic view explaining the relationship with a device driven by the fuel cell 10.

[0016] Figure 5 is a view explaining the structure of a control section 70.

[0017] Figure 6 is a view explaining the flow of the stop control according to the first mode.

[0018] Figure 7 is a view explaining the flow of the stop control according to the second mode.

[0019] Figure 8 is a view explaining the flow of the stop control according to the third mode.

[0020] Figure 9 is a view explaining the flow of the stop control according to the fourth mode.

[0021] BRIEF DESCRIPTION OF DRAWINGS

[0022] 1 … aircraft (aircraft); 2 … main body; 3 … control section; 4 … propeller; 5 … leg; 10 … fuel cell; 20 … hydrogen supply system; 21 … hydrogen tank; 22 … valve; 23 … hydrogen pump; 30 … air supply system; 31 … air compressor; 40 … cooling water circulation system; 41 … cooling water pump; 42 … cooling heat exchanger; 43 … radiator; 50 … propeller motor; 70 … control section; 80 … sensor; 90 … stop switch. DETAILED DESCRIPTION

[0023] Figures 1-4is an example of a mode related to the present application, showing a diagram illustrating the structure of an aircraft (aircraft 1) using a fuel cell as a power source for flight. Figure 1 is a diagram showing the appearance of the aircraft (aircraft 1), Figure 2 is an appearance diagram of an instrument panel 3a equipped to a control section 3 of the aircraft (aircraft 1), Figure 3 is a diagram schematically showing the structure for causing a fuel cell 10 equipped to the aircraft (aircraft 1) to generate electricity, Figure 4 is a diagram schematically showing the relationship of each structure related to the operation of the fuel cell 10.

[0024] Further, the aircraft 1 is explained here as an example of a mode for explanation of the aircraft, but the aircraft of the present disclosure can use a fuel cell as a power source for a propeller, and the appearance, the position of the propeller, the number of propellers, and the like are not particularly limited, and the range of the aircraft of the present disclosure can include all modes of aircraft. Therefore, the size of the aircraft, the number of people who can be carried, and the like, so-called scale, are not limited, and further, unmanned aircraft, i.e., drones, and the like, which operate by wireless or fly a predetermined flight route, are also included.

[0025] 1. Appearance

[0026] As is clear from Figure 1 , the aircraft 1 of the present mode is provided with a case, i.e., a main body 2, which houses each member required for flight on the inside, and a control section 3 for a person to ride and control the aircraft 1 is provided on the upper portion of the main body 2. Further, for the aircraft 1 of the present mode, one propeller 4 for takeoff and propulsion of the aircraft 1 is arranged on the front and back and left and right of the main body 2, for a total of four. Furthermore, a foot section 5 that grounds when landing to support the main body 2 is equipped to the lower portion of the main body 2. The foot section 5 can be one or a plurality as long as it can support the main body 2.

[0027] Further, as shown in Figure 2 , an instrument panel 3a is provided to the control section 3, and a stop switch 90 (which is a stop mechanism that indicates the stop of electricity generation of the fuel cell, and in the present mode also functions as a switch that starts the operation of the fuel cell) is arranged here. An instrument 91 is arranged here in addition to the stop switch 90. The type of the instrument 91 is not particularly limited, and a speedometer, a level meter, an altimeter, a turn indicator, a pitch indicator, a tachometer, a compass, and the like can be cited.

[0028] 2. Electricity generation of the fuel cell

[0029] The aircraft of the present disclosure is configured to obtain the force required for flight by driving the propeller using the electric power generated by the fuel cell. Therefore, from Figure 3As is known, the fuel cell 10 is electrically connected to a motor (propeller motor 50) that drives the propeller, and the motor (propeller motor 50) that drives the propeller drives the propeller 4. The fuel cell 10 generates electricity by supplying hydrogen from the hydrogen supply system 20 to the fuel cell 10 and supplying air from the air supply system 30 to the fuel cell 10. In addition, the fuel cell 10 is cooled by supplying cooling water from the cooling water circulation system 40 to the fuel cell 10. The following describes each configuration.

[0030] 2.1. Fuel Cell

[0031] As is known, the fuel cell 10 is housed in a battery pack case in the form of a stack obtained by stacking a plurality of fuel cell units. The fuel cell unit is configured such that a membrane-electrode assembly (MEA) is sandwiched by two separators. The MEA is a laminate of a solid polymer membrane, a negative electrode catalyst layer, a positive electrode catalyst layer, a negative electrode gas diffusion layer, and a positive electrode gas diffusion layer.

[0032] 2.2. Hydrogen Supply System

[0033] The hydrogen supply system 20 is a system that supplies hydrogen to the fuel cell 10 through a pipe. The hydrogen supply system 20 has a hydrogen tank 21, a valve 22, and a hydrogen pump 23, as is known.

[0034] The hydrogen tank 21 is a tank that stores hydrogen, and has a container-shaped hydrogen tank main body 21a and a metal port 21b. This is configured so that hydrogen stored in the hydrogen tank main body 21a can be taken out through the metal port 21b.

[0035] The valve 22 is installed in the metal port 21b and switches the in-and-out of hydrogen with respect to the hydrogen tank 21.

[0036] The hydrogen pump 23 is a pump that transports hydrogen taken out from the hydrogen tank 21 by the valve 22 to the fuel cell 10. The specific form of the hydrogen pump 23 is not particularly limited, and a known hydrogen pump used in a power generation system of a fuel cell can be applied.

[0037] 2.3. Air Supply System

[0038] The air supply system 30 is a system that supplies air to the fuel cell 10 through a pipe. The air supply system 30 has an air compressor 31, as is known. The air compressor 31 takes in ambient air, compresses it, and transports it to the fuel cell 10. The specific form of the air compressor 31 is not particularly limited, and a known air compressor used in a power generation system of a fuel cell can be applied.

[0039] 2.4. Cooling Water Circulation System

[0040] The cooling water circulation system 40 circulates cooling water through piping, supplies cooling water to the fuel cell 10, and recovers cooling water that has cooled the fuel cell 10, releasing heat to outside air. The cooling water circulation system 40 has a cooling water pump 41, a cooling heat exchanger 42, and a radiator 43, as is known.

[0041] The cooling water pump 41 is a pump that circulates cooling water, and a known structure can be used.

[0042] The cooling heat exchanger 42 is provided to the fuel cell 10, and cools the fuel cell 10 by absorbing heat generated by power generation by the fuel cell 10. The specific form of the cooling heat exchanger 42 is not particularly limited, and a known cooling heat exchanger used in a power generation system of a fuel cell can be used.

[0043] The radiator 43 is a heat exchanger that releases heat absorbed from the fuel cell 10 to outside air. Cooling water that contains heat absorbed from the fuel cell 10 releases the heat to outside air and becomes cooling water that can cool the fuel cell 10 again. The specific form of the radiator 43 is not particularly limited, and a known radiator used in a power generation system of a fuel cell can be used.

[0044] With the above structure, cooling water circulates through the structures via piping as follows. Cooling water that has reached the cooling heat exchanger 42 from the cooling water pump 41 absorbs heat from the fuel cell 10 and moves to the radiator 43. Cooling water that has reached the radiator 43 releases heat absorbed from the fuel cell 10 to outside air and reaches the cooling water pump 41 again.

[0045] 3. Drive based on power generation

[0046] Figure 4 The relationship of structures that are driven using power generated by the fuel cell 10 is schematically shown in FIG. 3.

[0047] The propeller 4 is driven by the propeller motor 50 using power generated by the fuel cell 10 via the fuel cell converter 10a and the inverter 50a. Power for flight is obtained by driving the propeller 4.

[0048] The cooling water pump 41 is driven by the cooling water pump motor 41b using power generated by the fuel cell 10 via the fuel cell converter 10a and the inverter 50a. Circulation of cooling water in the cooling water circulation system 40 is performed by driving the cooling water pump 41 as described above.

[0049] The air compressor 31 is driven by the motor 31b using the electric power emitted by the fuel cell 10 via the inverter 31a. The air is supplied from the air supply system 30 to the fuel cell 10 by the driving of the air compressor 31 as described above.

[0050] The hydrogen pump 23 is driven by the motor 23b using the electric power emitted by the fuel cell 10 via the inverter 23a. The hydrogen is supplied from the hydrogen supply system 20 to the fuel cell 10 by the driving of the hydrogen pump 23 as described above.

[0051] In addition, a secondary battery 60 provided in the aircraft 1 is included in the electric system for driving based on the electric power generation, and is configured to be able to be driven by being electrically connected to the motor 31b for the air compressor, the motor 50 for the propeller, the motor 41b for the cooling water pump, and the motor 23b for the hydrogen pump, respectively, via the secondary battery converter 61 and / or the inverters 23a, 31a, 41a, and 50a.

[0052] The supply of electric power of the secondary battery 60 is used at the start of the aircraft 1, and there are cases where it is used at other emergencies. In addition, the secondary battery 60 can be charged using the electric power from the fuel cell 10.

[0053] 4. Stop control of fuel cell

[0054] 4.1. Configuration for stop control

[0055] The configuration related to the stop control of the fuel cell is shown in conjunction with the relationship of the above-described configurations driven using the electric power emitted by the fuel cell 10 in Figure 4

[0056] For the stop control of the fuel cell 10, the aircraft 1 is provided with a control section 70 and a sensor 80.

[0057] As schematically shown in Figure 1 , the sensor 80 is, for example, a sensor configured in the leg 5 of the aircraft 1 to detect the load received by the leg 5. That is, if the aircraft 1 lands, the leg 5 receives the load of the main body 2 or the like, and the sensor 80 detects the load. The sensor 80 can be provided with one, or can be provided with a plurality of. In the case where the leg 5 is a plurality of, it can be configured in each of the legs 5, or can be configured in any one of the legs 5.

[0058] The specific form of the sensor 80 is not particularly limited, and a load sensor, a deformation sensor, a sensor of a combination of a spring and a sensor that detects the degree of extension and contraction of the spring (for example, a combination of a spring and an optical sensor), or the like can be cited.

[0059] ​As will be described later, the control section 70 receives an instruction from the stop switch 90 and makes a determination whether or not to stop the fuel cell 10 based on information from the sensor 80 to perform stop control of the fuel cell 10. Therefore, as shown in FIG. 1, the control section 70 is electrically connected to the stop switch 90, the sensor 80, the air compressor motor 31b, and the hydrogen pump motor 23b. Figure 4

[0060] The details of how the stop control is performed will be described later.

[0061] As the control section 70, for example, a computer can be cited. Figure 5 The structure of the control section 70 involved in one example is schematically shown in FIG. 2. The control section 70 is provided with an arithmetic unit 71, a RAM 72, a storage mechanism 73, a reception mechanism 74, and an output mechanism 75.

[0062] The arithmetic unit 71 is constituted by a so-called CPU (Central Processing Unit) and executes various programs stored in the storage mechanism 73 or the like functioning as a storage medium, performs an operation based on information from the stop switch 90 and the sensor 80, and sends an instruction to the air compressor motor 31b and the hydrogen pump motor 23b.

[0063] The RAM 72 is a constituent member functioning as a work area of the arithmetic unit and a storage mechanism of temporary data. The RAM can be constituted by an SRAM, a DRAM, a flash memory, or the like, as with a known RAM.

[0064] The storage mechanism 73 is a member functioning as a storage medium in which programs and data that become the basis of various operations are stored. In addition, intermediate and final various results obtained by execution of the programs can be stored in the storage mechanism.

[0065] In the present embodiment, as one program stored in the storage mechanism 73, a program for performing control to stop power generation of the fuel cell 10 by performing an operation based on information from the stop switch 90 and the sensor 80 and sending an instruction to the air compressor motor 31b and the hydrogen pump motor 23b as will be described later is included.

[0066] The reception mechanism 74 is a constituent member having a function of receiving signals from the stop switch 90 and the sensor 80.

[0067] The output mechanism 75 is a constituent member having a function of properly outputting information that should be output to the outside from among the obtained results to the outside. In the present embodiment, the output mechanism 75 is electrically connected to the air compressor motor 31b and the hydrogen pump motor 23b.

[0068] 4.2. Flow of Control

[0069] ​Next, the stop control of the fuel cell 10 by the control section 70 will be described. Figures 6-9 The flow of the four modes will be shown in the following.

[0070] 4.2a. First Mode

[0071] From Figure 6 As is apparent, the operation of the control section 70 involved in the first mode includes processes Sll to S13. Each of the processes will be described below.

[0072] In process Sll, it is detected that the stop switch 90 is operated.

[0073] In process S12, it is judged whether the load applied to the foot section 5 is greater than a threshold value based on the signal from the sensor 80. Here, for the threshold value, the magnitude of the load detected by the sensor 80 in the state where the aircraft 1 has landed is obtained in advance and stored as a database in the storage mechanism 73.

[0074] When the case where "No" in process S12, it is judged that the aircraft 1 has not landed, and the stop processing of the fuel cell 10 is not performed, the power generation of the fuel cell 10 is maintained, and the operation of the stop switch 90 is ineffective.

[0075] When the case where "Yes" in process S12, it is judged that the aircraft 1 is in the landing state, and proceeds to process S13.

[0076] In process S13, the stop processing of the fuel cell 10 is performed. The stop processing of the fuel cell 10 is performed by sending a signal from the control section 70 to the air compressor motor 31b and / or the hydrogen pump motor 23b to stop. Here, it is preferable that the actual stop of the air compressor motor 31b and / or the hydrogen pump motor 23b is performed after the drainage, the setting of the gas (air is sealed, and hydrogen is pressure set), and the closing of the main valve are performed. By this, the deterioration prevention of the fuel cell, the smoothness of the restart (prevention of freezing) can be achieved.

[0077] According to such stop control of the fuel cell 10 by the control section 70, since the stop of the fuel cell 10 is performed after it is known that the aircraft 1 has landed by judging the load of the foot section 5, the power generation of the fuel cell 10 is not stopped even if the stop switch 90 is misoperated in the flight.

[0078] 4.2b. Second Mode

[0079] From Figure 7 As is apparent, the operation of the control section 70 involved in the second mode includes processes S21 to S23. Each of the processes will be described below.

[0080] In process S21, it is detected that the stop switch 90 is operated.

[0081] In process S22, it is determined whether the load is greater than the threshold value for all of the sensors based on the signals from the plurality of sensors 80 provided. Here, for the threshold value, the magnitude of the load detected by the sensors 80 in the state in which the aircraft 1 has landed is obtained in advance and stored as a database in the storage mechanism 73.

[0082] When the case where "No" in process S22, it is determined that the aircraft 1 has not landed, and the stop processing of the fuel cell 10 is not performed, the power generation of the fuel cell 10 is maintained, and the operation of the stop switch is ineffective.

[0083] When the case where "Yes" in process S22, it is determined that the aircraft 1 is in the landing state, and proceeds to process S23.

[0084] In process S23, the stop processing of the fuel cell 10 is performed. The stop processing of the fuel cell 10 is performed by sending a signal from the control section 70 to the air compressor motor 31b and / or the hydrogen pump motor 23b to stop. Here, it is preferable that the actual stop of the air compressor motor 31b and / or the hydrogen pump motor 23b is performed after the drainage, the setting of the gas (air is sealed, and hydrogen is pressure set), and the closing of the main valve are performed. Thereby, the deterioration prevention of the fuel cell, the smooth restart (prevention of freezing) can be achieved.

[0085] According to such stop control of the fuel cell 10 by the control section 70, since the stop of the fuel cell 10 is performed after it is known that the aircraft 1 has landed by judging the load of the leg 5, the power generation of the fuel cell 10 is not stopped even if the stop switch 90 is erroneously operated in flight.

[0086] In the present mode, since the load exceeding the threshold value is required in all of the plurality of sensors 80, the determination of the landing can be more reliably performed.

[0087] 4.2c. Third Mode

[0088] From Figure 8 It is known that the operation of the control section 70 involved in the third mode includes processes S31 to S36. Each process will be described below.

[0089] In process S31, it is detected that the stop switch 90 is operated.

[0090] In process S32, it is determined whether the load is greater than the threshold value based on the signal from the sensor 80. Here, for the threshold value, the magnitude of the load detected by the sensors 80 in the state in which the aircraft 1 has landed is obtained in advance and stored as a database in the storage mechanism 73.

[0091] When the case is "NO" in the process S32, it is judged that the aircraft 1 is not landed, the stop processing of the fuel cell 10 is not performed, the power generation of the fuel cell 10 is maintained, and the operation of the stop switch is ineffective.

[0092] When the case is "YES" in the process S32, the process S33 is entered.

[0093] The counting of the predetermined time is performed in the process S33, and after the lapse of the time, the process S34 is entered.

[0094] In the process S34, it is judged whether or not the load on the foot obtained in the process S32 is also maintained after the lapse of the time counted in the process S33.

[0095] When the case is "NO" in the process S34, it is judged that the load on the foot 5 is temporary and not in the landing state, the process S36 is entered, the counting performed in the process S33 is cleared, the stop processing of the fuel cell 10 is not performed, the power generation of the fuel cell 10 is maintained, and the operation of the stop switch is ineffective.

[0096] When the case is "YES" in the process S34, the process S35 is entered.

[0097] The stop processing of the fuel cell 10 is performed in the process S35. The stop processing of the fuel cell 10 is performed by sending a signal to stop the air compressor motor 31b and / or the hydrogen pump motor 23b from the control section 70. Here, it is preferable that the actual stop of the air compressor motor 31b and / or the hydrogen pump motor 23b is performed after the drainage, the setting of the gas (air is sealed, and hydrogen is pressure set), and the closing of the main valve are performed. Thereby, the deterioration prevention of the fuel cell, the smooth restart (prevention of freezing) can be achieved.

[0098] According to such stop control of the fuel cell by the control section 70, since the stop of the fuel cell is performed after the landing of the aircraft 1 is known by judging the load on the foot 5, the power generation of the fuel cell is not stopped even if the stop switch 90 is erroneously operated in the flight.

[0099] In the present mode, since the stop processing of the fuel cell is not performed even if the load applied to the foot temporarily exceeds the threshold value, if the load is not maintained for a certain degree of time, the stop of the fuel cell in the case where the temporary load on the foot is detected although not landed due to some reason can be prevented, and the stop of the power generation of the fuel cell due to the erroneous operation can be more reliably prevented.

[0100] 4.2d. Fourth Mode

[0101] From Figure 9As can be seen, the operation of the control section 70 involved in the fourth mode includes processes S41 to S46. Each of the processes will be described below.

[0102] In process S41, the load detection involved in the sensor 80 is performed, and a signal is sent to the control section 70. The sending is performed automatically at a prescribed time interval.

[0103] In process S42, it is determined whether the load is greater than a threshold value, based on the signal from the sensor 80 obtained in process S41. Here, for the threshold value, the magnitude of the load detected by the sensor 80 in the state in which the aircraft 1 has landed is obtained in advance and stored as a database in the storage mechanism 73.

[0104] When the determination in process S42 is "No", it is determined that the aircraft 1 has not landed, and the process proceeds to process S46, in which the operation of the stop switch 90 is prohibited.

[0105] When the determination in process S42 is "Yes", the process proceeds to process S43, in which the operation of the stop switch 90 is permitted, and the process proceeds to process S44.

[0106] In process S44, the operator operates the stop switch 90, and it is detected that the stop switch 90 is operated, and the process proceeds to process S45.

[0107] In process S45, the stop processing of the fuel cell 10 is performed. The stop processing of the fuel cell 10 is performed by sending a signal from the control section 70 to the air compressor motor 31b and / or the hydrogen pump motor 23b to stop them. Here, it is preferable that the actual stop of the air compressor motor 31b and / or the hydrogen pump motor 23b be performed after the drainage, the setting of the gas (air is sealed, and hydrogen is pressure set), and the closing of the main valve are performed. By this, the prevention of the deterioration of the fuel cell, and the smooth restart (prevention of freezing) can be achieved.

[0108] According to the stop control of the fuel cell 10 by the control section 70, the operation of the stop switch 90 is permitted after it is known that the aircraft 1 has landed by determining the load of the leg portion 5. Therefore, since the operation of the stop switch 90 is prohibited in flight, it is not mistaken, and the power generation of the fuel cell is not stopped. That is, in the present mode, as long as the landing of the aircraft 1 is not determined, the operation of the stop switch 90 itself is prohibited.

Claims

1. An aircraft comprising a fuel cell and a propeller driven by electricity generated by the fuel cell, wherein: have: a stop mechanism for instructing the fuel cell to stop power generation; a control unit that performs a process of stopping power generation of the fuel cell; A foot portion, which touches the ground in a landing state of the aircraft to support the load of the aircraft; as well as A sensor for detecting the load borne by the foot, The control unit can perform the power generation stop process based on the signals from the stop mechanism and the sensor only when the leg is subjected to a predetermined load. The control unit performs control to stop power generation of the fuel cell by sending a command to the air compressor motor and the hydrogen pump motor of the fuel cell. The fuel cell is stopped by sending a signal from the control unit to the air compressor motor or the hydrogen pump motor to stop the motor. The actual stop of the air compressor motor or the hydrogen pump motor is performed after draining water, setting gas, and closing the main valve. When the operation of the stop mechanism is detected, if the leg does not bear a predetermined load, the operation of the stop mechanism is invalidated and the control unit does not perform the power generation stop process.

2. The aircraft according to claim 1, wherein: The foot is provided with a plurality of sensors. The control unit can perform the power generation stop process when all the sensors detect that a predetermined load is applied.

3. The aircraft according to claim 1 or 2, wherein: The control unit performs the power generation stop process after confirming that the load has been maintained for a predetermined period of time after the sensor has detected the predetermined load.

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