Control device, control method, and control program

Abstract

To provide a control device, a control method, and a control program capable of suppressing battery degradation and failure while improving an operation rate.SOLUTION: A control device 40 controls charging of a battery 14 mounted in an eVTOL 10. The control device includes an acquisition unit 41 and a setting unit 42. The acquisition unit acquires a battery load profile and / or a battery state profile as a profile at the time of flight for landing. The setting unit sets a charging plan at the time of parking on the basis of the profile before completion of a battery transition change after landing.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The disclosure in this specification relates to a control device, a control method, and a control program for controlling charging of a battery of an electric flying object. [Background technology]

[0002] Patent Document 1 discloses a mobility service system using an electric vertical take-off and landing aircraft. The contents of the prior art document are incorporated by reference as explanations of technical elements in this specification. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2022-70119 Summary of the Invention [Problem to be solved by the invention]

[0004] In Patent Document 1, in order to increase opportunities for mobility services, an available electric vertical take-off and landing aircraft is identified, and the charge amount at the start of the flight is estimated. Then, if the charge amount is sufficient to reach the destination, an itinerary is created for a flight to the destination. If the charge amount is insufficient, an itinerary is created for a flight via a stopover point.

[0005] In the commercial use of electric flying objects, such as electric vertical take-off and landing aircraft, high operation rate is important, and especially operation on the ground where charging takes time is key. However, if the battery is quickly charged after the electric flying object lands, there is a risk of accelerating battery deterioration. In addition, there is a risk of overheating and other abnormalities. In the above-mentioned viewpoints and other viewpoints not mentioned, further improvements are required for the control device, the control method, and the control program.

[0006] One disclosed object is to provide a control device, a control method, and a control program that can increase the operating rate while suppressing battery deterioration and failure. [Means for solving the problem]

[0007] One aspect of the disclosure is A control device that controls charging of a battery (14) mounted on an electric flying object (10), comprising: an acquisition unit (41) that acquires a battery load profile and / or a battery state profile as a profile during landing flight; a setting unit (42) that sets a parking charging plan based on the profile before a battery transient change after landing is completed; Equipped with.

[0008] The inventors have found that there is a high correlation between the stable battery state after a certain time has elapsed since landing and the above-mentioned profile. The inventors have found that, based on the profile, it is possible to set a plan for charging as quickly as possible without waiting for stabilization so as not to cause battery deterioration or failure. The disclosed control device is based on this finding. The control device acquires a profile during landing flight, and sets a charging plan for parking based on the profile before the battery transient change after landing is completed, that is, before the battery state stabilizes. This makes it possible to start rapid charging at an early timing after landing while reducing the risk of battery deterioration and failure. Therefore, it is possible to provide a control device that can suppress battery deterioration and failure while increasing the operating rate of the electric flying object.

[0009] Another aspect of the disclosure is a method for manufacturing a semiconductor device comprising: A control method executed by a processor for controlling charging of a battery on board an electric flying vehicle, the method comprising: obtaining a battery load profile and / or a battery condition profile as a landing flight profile; establishing a parking charging plan based on the profile before completion of post-landing battery transients; Includes.

[0010] The disclosed control method is based on the above findings. The control method includes acquiring a profile during landing flight and setting a charging plan for parking based on the profile before the battery transient changes after landing are completed, i.e., before the battery state stabilizes. This makes it possible to start rapid charging early after landing while reducing the risk of battery deterioration and failure. Therefore, it is possible to provide a control method that can increase the operating rate of an electric flying object while suppressing battery deterioration and failure.

[0011] Another aspect of the disclosure is a method for manufacturing a semiconductor device comprising: A control program stored in a storage medium (313) for controlling charging of a battery (14) mounted on an electric flying object (10), the control program including instructions to be executed by a processor (311), obtaining a battery load profile and / or a battery condition profile as a landing flight profile; establishing a parking charging plan based on the profile before completion of post-landing battery transients; The instruction to execute the command is included.

[0012] The disclosed control program is based on the above findings. The control program includes instructions to acquire a profile during landing flight and set a charging plan for parking based on the profile before the battery transient changes after landing are completed, i.e., before the battery state stabilizes. This makes it possible to start rapid charging early after landing while reducing the risk of battery deterioration and failure. Therefore, it is possible to provide a control program that can increase the operating rate of the electric flying object while suppressing battery deterioration and failure.

[0013] The various aspects disclosed in this specification adopt different technical means to achieve their respective objectives. The claims and the parenthetical symbols described in this section are merely illustrative of the corresponding relationship with the embodiments described below, and are not intended to limit the technical scope. The objectives, features, and effects disclosed in this specification will become clearer with reference to the following detailed description and the accompanying drawings. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is a diagram showing the configuration of an eVTOL and a ground station. [Diagram 2] FIG. 2 illustrates a power profile. [Diagram 3] FIG. 2 is a diagram illustrating a control device and a control system according to the first embodiment. [Figure 4] 13 is a flowchart showing a control method. [Diagram 5] 4 is a flowchart showing a charging plan setting process. [Figure 6] 10 is a flowchart showing a charging plan setting process in the second embodiment. [Figure 7] FIG. 13 is a diagram showing an example of the change in the degree of temporary deterioration due to flight and charging after the flight. [Figure 8] 13 is a flowchart showing a charging plan setting process in the third embodiment. [Figure 9] 13 is a flowchart showing a charging plan setting process in the fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Hereinafter, several embodiments will be described with reference to the drawings. In addition, by assigning the same reference numerals to corresponding components in each embodiment, duplicated explanations may be omitted. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other parts of the configuration. In addition to the combination of configurations explicitly stated in the description of each embodiment, configurations of several embodiments can be partially combined together even if not explicitly stated, as long as there is no particular problem with the combination.

[0016] The cooling device and cooling system described below are applied to an electric flying object. Note that the description of A and / or B means at least one of A and B. In other words, it may include only A, only B, or both A and B.

[0017] (First embodiment) An electric flying body has a motor (rotating electric machine) as a drive source for movement. An electric flying body is sometimes called an electric airplane, an electric aircraft, etc. An electric flying body is capable of moving in the vertical direction and the horizontal direction. An electric flying body is capable of moving in a direction having a vertical component and a horizontal component, that is, in a diagonal direction. Examples of electric flying bodies include electric vertical take-off and landing aircraft (eVTOL), electric short take-off and landing aircraft (eSTOL), and drones. eVTOL is an abbreviation for electronic Vertical Take-Off and Landing aircraft. eSTOL is an abbreviation for electronic Short distance Take-Off and Landing aircraft.

[0018] The electric air vehicle may be either a manned or unmanned aircraft. In the case of a manned aircraft, the electric air vehicle is operated by a pilot as a pilot. In the case of an unmanned aircraft, the electric air vehicle may be operated by a remote control by a pilot, or may be automatically controlled by a control system. As an example, the electric air vehicle of this embodiment is an eVTOL.

[0019] <evtol> 1 shows an eVTOL and a ground station. As shown in FIG. 1, the eVTOL 10 includes an airframe 11, a fixed wing 12, a rotor 13, a battery 14, an EPU 15, and a BMS 16.

[0020] The aircraft body 11 is the fuselage of the aircraft. The aircraft body 11 has a shape that extends in the front-rear direction. The aircraft body 11 has a passenger compartment for passengers to ride in and / or a luggage compartment for carrying luggage.

[0021] The fixed wing 12 is a wing portion of the aircraft, and is connected to the aircraft body 11. The fixed wing 12 provides gliding lift. The gliding lift is the lift generated by the fixed wing 12. The fixed wing 12 may have a main wing 121 and a tail 122. The main wing 121 extends left and right from near the center in the fore-and-aft direction of the aircraft body 11. The tail 122 extends left and right from the rear of the aircraft body 11. The shape of the fixed wing 12 is not particularly limited. For example, a swept back wing, a delta wing, a straight wing, etc. can be adopted.

[0022] A plurality of rotors 13 are provided on the aircraft body. At least some of the plurality of rotors 13 may be provided on the fixed wing 12. At least some of the plurality of rotors 13 may be provided on the aircraft body 11. The number of rotors 13 provided on the eVTOL 10 is not particularly limited. A plurality of rotors 13 may be provided on each of the aircraft body 11 and the main wing 121.

[0023] The rotor 13 may be referred to as a rotor, a propeller, a fan, or the like. The rotor 13 may have blades 131 and a shaft 132. The blades 131 are attached to the shaft 132. The blades 131 are vanes that rotate together with the shaft 132. A plurality of the blades 131 extend radially around the axis of the shaft 132. The shaft 132 is a rotation axis of the rotor 13, and is rotated by a motor of the EPU 15.

[0024] The rotor 13 generates a thrust force by rotation. The thrust force acts on the eVTOL 10 mainly as a rotational lift during takeoff and landing operations of the eVTOL 10. The rotor 13 mainly provides rotational lift during takeoff and landing operations. The rotational lift is a lift force generated by the rotation of the rotor 13. During takeoff and landing operations, the rotor 13 may provide only the rotational lift, or may provide a forward thrust force in addition to the rotational lift. The rotor 13 provides rotational lift during hovering of the eVTOL 10.

[0025] The propulsive force acts primarily as thrust on the eVTOL 10 during cruising operation of the eVTOL 10. The rotor 13 primarily provides thrust during cruising operation. During cruising operation, the rotor 13 may provide only thrust or may provide lift in addition to thrust.

[0026] The battery (BAT) 14 is a device for driving the rotor 13 to rotate. The battery 14 may be referred to as a battery pack. The battery 14 can store DC power and has a rechargeable battery cell. The battery 14 has at least one battery module including a plurality of battery cells. The battery cell is a secondary battery that generates an electromotive force by a chemical reaction. The battery cell may be, for example, a lithium ion secondary battery or a nickel-metal hydride secondary battery. The battery cell may be a secondary battery with a liquid electrolyte or a so-called all-solid-state battery with a solid electrolyte. The battery cell may be configured such that a battery reaction occurs when ions (electrolyte) that contribute to the battery reaction move between the positive and negative electrodes via an electrolytic solution and / or a solid electrolyte. The eVTOL 10 may include a fuel cell, a generator, or the like in addition to the battery 14 as a power source that supplies power to the devices. The battery 14 supplies power to the EPU 15. The battery 14 may supply power to auxiliary equipment (not shown) such as an air conditioner, an ECU 20 (described later), a lift adjustment mechanism (not shown), and the like.

[0027] The battery 14 of the eVTOL 10 is required to have high capacity as well as high output performance. For this reason, a battery cell that can obtain both high capacity and high output is desirable. From the viewpoint of output, a battery cell with low resistance over a wide SOC range is desirable. In particular, a battery cell with low resistance even in the low SOC range and capable of obtaining high output is desirable. SOC is an abbreviation for State Of Charge.

[0028] The positive electrode material of the battery cell can be, for example, LCO, NMC, NCA, LFP, or LMFP. LCO is a lithium cobalt oxide (LiCoO 2 ) NMC is lithium nickel cobalt manganese oxide (Li(NiMnCo)O 2 ) NCA is lithium nickel cobalt aluminate (Li(NiCoAl)O 2 ). LFP stands for lithium iron phosphate (LiFePO 4 LMFP is lithium manganese iron phosphate (LiFe x Mn y PO 4 In particular, a positive electrode made of LMFP or a positive electrode made of a blend of LMFP and NMC, which has low resistance in the low SOC region, is preferred.

[0029] The negative electrode material of the battery cell can be, for example, carbon-based such as hard carbon or soft carbon, silicon, lithium-based, or titanium-based such as LTO or NTO. LTO is a lithium titanate (Li 4 Ti 5 O 12 ) NTO is niobium titanium oxide (TiNb 2 O 7 In particular, carbon-based and titanium-based negative electrodes, which have low resistance in the low SOC region, are preferred.

[0030] The EPU 15 drives and rotates the rotor 13 that imparts a propulsive force to the eVTOL 10. The EPU 15 is a device for driving and rotating the rotor 13. EPU is an abbreviation for Electric Propulsion Unit. The EPU 15 corresponds to an electric propulsion device. The EPU 15 includes a motor. The EPU 15 includes an inverter and an ESC in addition to the motor. ESC is an abbreviation for Electronic Speed ​​Controller. As an example, the same number of EPUs 15 as the rotors 13 are provided. That is, the eVTOL 10 includes six EPUs 15. The EPUs 15 and the rotors 13 are connected one-to-one. Alternatively, a configuration may be adopted in which two or more rotors 13 are connected to one EPU 15 via a gear box.

[0031] The BMS 16 monitors the status of the unit batteries constituting the battery 14. BMS is an abbreviation for Battery Management System. The BMS 16 can monitor the voltage, current, temperature, internal resistance, SOC, SOH, and other safety-related statuses of the battery 14, such as internal pressure and gas leakage. SOH is an abbreviation for State Of Health. The BMS 16 may be provided integrally with the battery 14. A part of the BMS 16 may be provided integrally with the battery 14, and another part may be provided separately from the battery 14.

[0032] The eVTOL 10 further includes an ECU 20 and auxiliary equipment (not shown). ECU is an abbreviation for Electronic Control Unit. The eVTOL 10 may include a lift adjustment mechanism (not shown). The lift adjustment mechanism adjusts the gliding lift of the fixed wing 12. The lift adjustment mechanism increases or decreases the gliding lift generated by the fixed wing 12. The eVTOL 10 may include, for example, a tilt mechanism or a flap as the lift adjustment mechanism. The tilt mechanism is driven to adjust the tilt angle of the rotor 13. The flap is a movable wing piece and is provided on the fixed wing 12.

[0033] <Operation control device> The traffic management device is a device for formulating a traffic plan, monitoring the traffic status, collecting and managing information related to the traffic, supporting the traffic, etc. At least a part of the functions of the traffic management device may be arranged in an onboard computer of the eVTOL 10. At least a part of the functions of the traffic management device may be arranged in an external computer capable of wireless communication with the eVTOL 10. An example of an external computer is the server 31 of the ground station 30 shown in FIG. 1. The ground station 30 is capable of wireless communication with the eVTOL 10. The ground stations 30 are capable of wireless communication with each other.

[0034] As an example, in this embodiment, some of the functions of the traffic management device are arranged in the ECU 20 of the eVTOL 10, and some of the functions of the traffic management device are arranged in the server 31 of the ground station 30. The functions of the traffic management device are shared between the ECU 20 and the server 31. The traffic management device includes an on-board management unit and an off-board management unit.

[0035] As shown in FIG. 1, the ECU 20 includes a processor (PC) 201, a memory (MM) 202, a storage (ST) 203, and a communication circuit (CC) 204 for wireless communication. The processor 201 executes various processes by accessing the memory 202. The memory 202 is a rewritable volatile storage medium. The memory 202 is, for example, a RAM. RAM is an abbreviation for Random Access Memory. The storage 203 is a rewritable non-volatile storage medium. The storage 203 stores a program (PG) 203P to be executed by the processor 201. The program 203P configures a plurality of functional units by causing the processor 201 to execute a plurality of instructions. The ECU 20 may include a plurality of processors 201.

[0036] Like the ECU 20, the server 31 is configured to include a processor (PC) 311, a memory (MM) 312, a storage (ST) 313, a communication circuit (CC) 314, and the like. The processor 311 executes various processes by accessing the memory 312. The memory 312 is a rewritable volatile storage medium, such as a RAM. The storage 313 is a rewritable non-volatile storage medium. The storage 313 stores a program (PG) 313P to be executed by the processor 311. The program 313P configures a plurality of functional units by causing the processor 311 to execute a plurality of instructions. The server 31 may include a plurality of processors 311.

[0037] <Power Profile> FIG. 2 shows the power profile of an eVTOL from takeoff to landing. The power profile of electric flying objects other than eVTOL is the same as that of the eVTOL. Period P1 is referred to as takeoff flight, takeoff operation, takeoff period, etc. Period P2 is referred to as cruising flight, cruising operation, cruising period, etc. Period P3 is referred to as landing flight, landing operation, landing period, etc. Periods P1 and P3 are referred to as takeoff and landing flight, takeoff and landing operation, takeoff and landing period, etc. For convenience, in FIG. 1, the required power, that is, the output, is constant in almost the entire range of each of periods P1 and P3. Period PF is referred to as flight period, cruising, etc. Period PP is referred to as parking period, parking, etc.

[0038] The eVTOL ascends from the takeoff point to the cruise start point in period P1. The eVTOL cruises at a predetermined altitude in period P2. The eVTOL descends from the end point of period P2 to the landing point in period P3. The movement of the eVTOL includes mainly horizontal components in period P2 and mainly vertical components in periods P1 and P3. In periods P1 and P3 during vertical movement, high output is required continuously for a predetermined period of time to drive the rotor 13.

[0039] In particular, for commercial eVTOLs, it is necessary to shorten the preparation time required from landing to the next takeoff, that is, the period PP shown in Figure 2, as much as possible to increase the service rate. For this reason, it is desirable to start rapid charging immediately after landing. However, with eVTOLs, the battery state does not stabilize immediately after landing due to the high rate of battery load during landing flight, and it takes a certain amount of time until it stabilizes. If rapid charging is started blindly before it stabilizes, it will lead to battery deterioration and failure. If you wait until it stabilizes to understand the battery state and then try to charge it in a way that suits the battery state, you will not be able to shorten the preparation time.

[0040] Battery load during landing flight varies depending on human and environmental factors. Therefore, battery conditions such as battery temperature and SOC also vary from flight to flight. Therefore, in order to efficiently perform quick charging without causing battery deterioration or failure within the limited PP period, it is important to understand the battery condition for each flight and set an appropriate quick charging plan in advance, taking into account the load during quick charging.

[0041] In addition, as the landing flight progresses and the landing is completed, the battery load drops rapidly and the battery state changes transiently. For example, battery data such as the battery temperature and voltage for calculating the battery state change transiently. Understanding the battery state using raw data during the transient change may lead to erroneous judgment. It is preferable to wait until the transient change in the battery state is completed and then rapidly charge the battery based on the stabilized battery state. However, it takes a long time for the battery state to stabilize, and in practical operation, it is required to rapidly charge the battery without waiting for the battery state to stabilize. For example, it takes tens of minutes or more to stabilize the temperature distribution. Also, for example, it takes several hours or more to stabilize the voltage by OCV measurement. For example, it takes several days or more to recover from temporary deterioration when the battery is simply left alone. OCV is an abbreviation for Open Circuit Voltage.

[0042] Therefore, in order to increase the service rate (operation rate) while suppressing battery degradation and failure, it is important to predict the battery state at an early stage before the transient change is completed for each quick charge and to set an appropriate quick charge plan taking into account the load during quick charge.

[0043] Temporary degradation is a temporary (reversible) increase in the battery's internal resistance due to bias in ion concentration. For example, when a secondary battery is output, that is, discharged, a temporary bias occurs in the concentration distribution of ions that contribute to the battery reaction. The concentration bias occurs in the electrolyte or electrodes. When the concentration bias occurs, the battery's internal resistance increases temporarily (reversible). As a result, the battery's output performance decreases even if the battery's SOC is sufficient. Temporary degradation is sometimes called high-rate degradation.

[0044] <Control device> Figure 3 shows a control device that controls charging of the battery 14. Figure 3 shows a control system that includes the control device.

[0045] The control device 40 controls processing related to the battery 14. The control device 40 controls, for example, charging of the battery 14. The control device 40 may control not only charging but also discharging. In other words, it may control charging and discharging. The control device 40 controls battery-related processing. The control device 40, together with the charging device 50 and the temperature adjustment device 60, constitutes a control system. The charging device 50 charges the battery 14 according to instructions from the control device 40. The charging device 50 may charge and discharge the battery 14 according to instructions from the control device 40. When equipped with a discharging function, the charging device 50 may be referred to as a charging and discharging device. The temperature adjustment device 60 adjusts the temperature of the battery 14 according to instructions from the control device 40.

[0046] The control device 40 controls charging when the aircraft is parked. The control device 40 may control charging not only when the aircraft is parked but also when the aircraft is in flight. The control device 40 may execute control related to discharging the battery 14 when the aircraft is in flight, that is, control related to flight.

[0047] The functional arrangement of the control device 40 is not particularly limited. At least a part of the functions of the control device 40 may be arranged outside the aircraft or on board the aircraft. Some of the functions of the control device 40 may be arranged outside the aircraft and other parts of the functions may be arranged on board the aircraft. At least a part of the functions of the control device 40 may be arranged in the server 31 of the ground station 30. The program 313P constructs the functional parts of the control device 40 by having the processor 311 execute a plurality of instructions. At least a part of the functions of the control device 40 may be arranged in the ECU 20. The program 203P constructs the functional parts of the control device 40 by having the processor 201 execute a plurality of instructions.

[0048] At least a part of the functions of the control device 40 may be arranged in the traffic management device. At least a part of the functions of the control device 40 may be arranged in the charging device 50 or in the temperature adjustment device 60. At least a part of the functions of the control device 40 may be arranged in the BMS 16. In this manner, the control device 40 may be integrated with other devices.

[0049] The charging device 50 is an external power source separate from the battery 14 and / or a power converter that converts power supplied from an external power source. The charging device 50 may be disposed outside the aircraft or inside the aircraft. A part of the charging device 50 may be disposed outside the aircraft and another part may be disposed inside the aircraft. In either case, the battery 14 can be charged when the aircraft is parked. The battery 14 may be charged during navigation by a charging device 50 disposed inside the aircraft, such as a generator or a power converter that converts regenerative power.

[0050] The temperature adjustment device 60 is a device that adjusts the temperature of the battery 14. The temperature adjustment device 60 may have a function of cooling the battery 14. The temperature adjustment device 60 may have a function of warming the battery 14, for example, a function of keeping the battery 14 warm. The temperature adjustment device 60 may have both a function of cooling and a function of warming the battery 14. A device that uses sensible heat of a fluid may be used as the temperature adjustment device 60. Any appropriate fluid such as a gas or a liquid may be used as the fluid. For example, water, cooling water to which LLC has been added, a refrigerant, oil, air, etc. may be used. LLC is an abbreviation for Long Life Coolant. The temperature adjustment device 60 may be disposed outside the machine or may be disposed inside the machine. A part of the temperature adjustment device 60 may be disposed outside the machine, and another part may be disposed inside the machine. The temperature adjustment device 60 may include a heat exchanger, a pump, piping, etc. (not shown). An air conditioner may be used as the temperature adjustment device 60. The temperature adjustment device 60 may include a heating means such as a heater. The temperature adjustment device 60 may include a plurality of devices capable of individually adjusting the battery temperature.

[0051] As shown in Fig. 3, the control device 40 includes an acquisition unit 41 and a setting unit 42. The acquisition unit 41 acquires a profile during landing flight. Instead of or in addition to the profile during landing flight, the acquisition unit 41 may acquire a profile after landing is completed and before the completion of the battery transient change. The acquisition unit 41 acquires a battery load profile and / or a battery state profile as the profile. The acquisition unit 41 acquires the profile from the BMS 16, an aircraft traffic management device, etc.

[0052] The acquisition unit 41 may acquire actual measured values ​​of the profile or intermediate calculated values ​​as the profile. The acquisition unit 41 may acquire calculated values ​​of the feature quantities of the profile as the profile. The acquisition unit 41 may acquire the profile by performing calculations based on actual measured values ​​and intermediate calculated values ​​acquired from the BMS 16, an aircraft traffic management device, etc. The acquisition unit 41 may acquire other information, such as flight information and weather information, from the aircraft traffic management device, etc. The acquisition unit 41 acquires information such as the profile through wireless communication and / or wired communication.

[0053] The setting unit 42 sets a charging plan for when the aircraft is parked before the completion of the battery transient change after landing, based on the profile acquired by the acquisition unit 41. The charging plan may include a forced cooling plan. The setting unit 42 predicts the battery state early, based on the profile, and detects signs of battery abnormality from the prediction result. The setting unit 42 determines whether or not necessary processing that should be performed in relation to charging when the aircraft is parked is necessary, based on the presence or absence of signs of battery abnormality, and sets a charging plan based on the determination result. Hereinafter, the necessary processing that should be performed in relation to charging when the aircraft is parked may be simply referred to as necessary processing.

[0054] The setting unit 42 may determine whether or not a temperature adjustment process of the battery 14 and / or a change process of the charging conditions is required as the necessary process, and set a charging plan based on the determination result. The setting unit 42 may predict the maximum temperature Tmax of the battery 14 during charging as the battery state, and detect a sign of an overheating abnormality of the battery 14 during charging based on the prediction result. The setting unit 42 may determine whether or not a forced cooling process of the battery 14 before the start of charging and / or a limiting process of the charging power at the start of charging is required as the necessary process, based on the prediction of the maximum temperature Tmax. The setting unit 42 may predict the maximum temperature Tmax under a condition that results in the minimum charging power among charging conditions that satisfy the required charging capacity and the operation plan.

[0055] The control device 40 may further include a control unit 43. The control unit 43 executes control according to the charging plan set by the setting unit 42. The control device 40 controls the operation of the charging device 50 and / or the temperature adjustment device 60. The control device 40 includes at least an acquisition unit 41 and a setting unit 42. The function of the control unit 43 may be provided in a device other than the control device 40, for example, in an operation management device.

[0056] <Control method> As described above, the control device 40 may be disposed in the server 31 of the ground station 30. In this case, the execution of processing of each functional block of the control device 40 by the processor 311 corresponds to the execution of the control method. The control device 40 may be disposed in the ECU 20 on board the aircraft. In this case, the execution of processing of each functional block of the control device 40 by the processor 201 corresponds to the execution of the control method. As described above, the control device 40 executes charging control.

[0057] 4 shows an example of a control process, i.e., a control method, executed by the control device 40 (processor). First, the control device 40 acquires a profile during landing flight (step S10). The control device 40 acquires a battery load profile and / or a battery state profile as the profile during landing flight.

[0058] Next, the control device 40 sets a charging plan for parking based on the acquired profile (step S20). Next, the control device 40 executes control according to the set charging plan (step S30). The control device 40 controls the operation of the charging device 50 and / or the temperature adjustment device 60 according to the charging plan, and ends the series of processes.

[0059] The process of step S20, that is, the method for setting the charging plan, may use the method shown in Fig. 5. First, the control device 40 predicts the maximum temperature Tmax during charging based on the profile acquired in step S10 (step S201).

[0060] The control device 40 may predict the battery temperature (start temperature) at the start of charging based on the profile during landing flight, and may predict the maximum temperature Tmax based on the predicted start temperature and charging conditions. The control device 40 predicts the start temperature based on the power load profile of the battery 14 during landing flight and / or the battery temperature fluctuation profile during landing flight. The power load profile may be referred to as an output (discharge) profile. The control device 40 predicts the maximum temperature Tmax based on the start temperature and a power profile that is a charging condition during charging. The power profile that is a charging condition may be referred to as an input (charge) profile, a current profile, etc. The control device 40 may predict the start temperature and the maximum temperature consecutively, or may perform them with a predetermined time interval between them.

[0061] The control device 40 may directly predict the maximum temperature Tmax based on the power load profile of the battery 14 during landing flight and / or the battery temperature fluctuation profile during landing flight and the power profile that is the charging condition.

[0062] As described above, the control device 40 may predict the maximum temperature Tmax using the power load profile of the battery 14 during landing flight. For predicting the start temperature, a map model or a regression model that associates the profile itself or a feature value obtained from the profile with the battery temperature at the start of charging may be used. The feature value is, for example, the landing flight time, the average output or the maximum output, the output deviation, or a combination thereof. By using machine learning, the feature value and the model can be efficiently constructed. In addition, a thermal analysis simulation model that inputs the profile itself or the feature value to derive the start temperature may be used. The start temperature can be predicted with higher accuracy.

[0063] The control device 40 may predict the maximum temperature Tmax based on the start temperature and the charging conditions in a manner similar to that used for predicting the start temperature. In other words, a map model, a regression model, a thermal analysis simulation model, or the like that correlates the start temperature, the charging conditions, and the battery temperature during charging may be used.

[0064] The control device 40 may directly predict the maximum temperature Tmax using a method similar to that for predicting the start temperature. In other words, the profile itself, feature quantities obtained from the profile, a map model or regression model that associates the charging conditions with the battery temperature during charging, a thermal analysis simulation model, or the like may be used.

[0065] When predicting the maximum temperature Tmax using the power load profile during landing flight, it is necessary to obtain information on the absolute value of the battery temperature at any timing in the profile. The absolute value of the battery temperature may be an actual measured value or an estimated value.

[0066] The teacher data required for the above modeling and the various parameters required for the thermal analysis simulation may be extracted from prior experiments, flight history, etc. When predicting the start temperature, it is advisable to construct a model that allows the battery temperature to be predicted even if the charging start point is changed. For example, the environmental temperature, the battery resistance that affects Joule heat generation, the battery heat capacity that affects heat storage, the heat dissipation characteristics, etc. may be added as input information (explanatory variables) to the model. This makes it possible to improve the accuracy of the prediction. The power load profile of the battery 14 before the landing flight may also be added as information for the prediction.

[0067] As described above, the control device 40 may predict the maximum temperature Tmax using the fluctuation profile of the battery temperature during landing flight. For predicting the start temperature, a map model or a regression model that associates the profile itself or a feature value obtained from the profile with the start temperature may be used. The feature value is a maximum reached temperature, a temperature at a specific time, a temperature fluctuation rate at a specific time, a maximum temperature fluctuation rate, or a combination thereof. The fluctuation profile of the battery temperature may include intermediate information on the transient change after landing. In this case, it becomes possible to reflect the transition state of the temperature decrease, and the prediction can be made with high accuracy.

[0068] The training data required for the above modeling should be extracted from prior experiments, flight history, etc. The input information (explanatory variables) to the model should include the environmental temperature, battery resistance that affects Joule heat generation, battery heat capacity that affects heat storage, heat dissipation characteristics, etc. This can improve the accuracy of predictions. It is advisable to build a model that can predict battery temperature even if the charging start time is changed.

[0069] Once the maximum temperature Tmax is predicted, the control device 40 then compares the maximum temperature Tmax with a threshold value Tth1 and determines whether the maximum temperature Tmax is greater than the threshold value Tth1 (step S202). If Tmax>Tth1, the control device 40 determines that there is a sign of an overheating abnormality in the battery 14 due to charging. In other words, the control device 40 detects a sign of an overheating abnormality in the battery 14. If Tmax≦Tth1, the control device 40 determines that there is no sign of an overheating abnormality.

[0070] The process of step S202 is a process for determining whether or not necessary processing is required based on the prediction result of the maximum temperature Tmax. If the predicted maximum temperature Tmax exceeds the threshold value Tth1, it is determined that forced cooling of the battery before charging and / or limiting the charging power at the start of charging is required as processing for suppressing an increase in the battery temperature. The threshold value Tth1 may be the allowable upper limit temperature of the battery 14, or the allowable upper limit temperature plus a margin. The margin may be set taking into consideration prediction errors of the maximum temperature Tmax, control errors of the charging equipment, and various errors due to operation. The margin may be set taking into consideration suppression of battery deterioration. The margin amount may be set in stages based on the state of health (SOH) of the battery 14.

[0071] If Tmax>Tth1, the control device 40 selects the necessary process (step S203). The control device 40 may select the necessary process to prevent the overheating abnormality based on the availability of forced cooling on the ground and the implementation of forced cooling in normal operation. For example, when forced cooling is performed by the temperature adjustment device 60 during charging and before charging in normal operation, the control device 40 selects the limitation of the charging power at the start of charging as the necessary process. The limitation of the charging power is, for example, a limitation of the charging current. When forced cooling is performed during charging in normal operation and forced cooling is not performed before charging, the control device 40 selects forced cooling of the battery 14 before the start of charging and / or a limitation of the charging power at the start of charging as the necessary process. When forced cooling is not performed during charging in normal operation, the control device 40 selects forced cooling during charging as the necessary process. The control device 40 may select forced cooling before charging and / or a limitation of the charging power at the start of charging in addition to the forced cooling during charging. When forced cooling on the ground is not possible, the control device 40 selects a limitation of the charging power at the start of charging.

[0072] In addition, when forced cooling is performed during charging and / or before charging in normal operation, the control device 40 may predict the maximum temperature Tmax when forced cooling in normal operation is performed. Regarding the selection between forced cooling before charging and limiting the charging power at the start of charging, the time for processing may be calculated from the conditions for not exceeding the threshold value Tth1, and a method that shortens the calculated time may be selected. The timing of implementing forced cooling before charging and limiting the charging power at the start of charging may be consecutive to the subsequent rapid charging and forced cooling. A charge / discharge control pattern incorporating forced cooling before charging and limiting the charging power at the start of charging may be set.

[0073] After the necessary process is selected, the control device 40 then sets the conditions for the necessary process (step S204). The conditions for forced cooling of the battery 14 before charging and the limit on the charging power at the start of charging must be satisfied so that the battery 14 does not overheat even if it is subsequently charged under a predetermined fast charging condition. For this reason, it is advisable to set appropriate conditions using a method similar to that for predicting the maximum temperature Tmax. For example, when forced cooling is performed before charging and forced cooling is performed together with the forced charging, the forced charging and the forced cooling during charging may be set as predetermined conditions, and the conditions for the forced cooling before charging may be changed to set appropriate conditions. The conditions for the forced cooling before charging are, for example, the battery cooling capacity per unit time, the cooling time, etc. If the battery cooling capacity is fixed, only the cooling time may be changed.

[0074] In order to satisfy the condition that the temperature does not rise excessively even when the battery is rapidly charged, the cooling capacity and the cooling time may be set by a preliminary experiment or by a thermal circuit model, etc. The cooling capacity may be set based on the maximum time for which pre-cooling is possible, based on an operation plan.

[0075] For example, when limiting the charging power at the start of charging and forcibly charging, the forced charging may be set as a predetermined condition, and the condition for limiting the charging power at the start of charging may be changed to set an appropriate condition. The condition for limiting the charging power may be a limited power value (limited current value) and charging time. When cooling the battery 14, an appropriate condition may be set by adding a condition for cooling the battery. Note that forced cooling when limiting the charging power is more effective, and it is possible to shorten the time limit. The condition for limiting the power should be set with a certain margin. It may also be set with consideration given to suppressing deterioration.

[0076] After the conditions are set, the control device 40 then sets a charging plan (step S205). The control device 40 sets a profile for charging / discharging and forced cooling of the battery 14 based on the necessary processes and the conditions. After setting the charging plan, the control device 40 ends the series of processes. In other words, the process proceeds to step S30.

[0077] If Tmax≦Tth1 in step S202, the control device 40 sets conditions for normal operation (step S206), and sets a charging plan based on the set conditions (S205).

[0078] <Summary of the First Embodiment> The inventors have found that there is a high correlation between the stable battery state after a certain time has elapsed since landing and the profile of the battery 14 during landing flight. The inventors have found that, based on the profile, it is possible to set a plan for charging as quickly as possible without waiting for stabilization so as to avoid battery degradation or failure.

[0079] The control device 40 of the present embodiment is based on this knowledge. The control device 40 acquires a profile during landing flight, and sets a charging plan for parking based on the profile before the battery transient change after landing is completed, that is, before the battery state stabilizes. This makes it possible to start rapid charging at an early timing after landing while reducing the risk of battery deterioration and failure. In other words, it is possible to suppress deterioration and failure of the battery 14 while increasing the operating rate of the eVTOL 10 (electric flying object).

[0080] The control device 40 may determine whether or not temperature adjustment processing of the battery 14 and / or processing to change the charging conditions are required as necessary processing to be performed in relation to charging while the vehicle is parked, and set a charging plan based on the determination result. By incorporating temperature adjustment processing of the battery 14 and / or processing to change the charging conditions as necessary processing, it is possible to cover a wide range of abnormality prediction modes of the battery 14. This makes it possible to reduce the occurrence rate of battery abnormalities.

[0081] The control device 40 may determine whether or not forced cooling of the battery 14 before the start of charging and / or limiting the charging power at the start of charging are necessary as necessary processes based on a prediction of the maximum temperature Tmax of the battery 14 associated with charging while parked. This makes it possible to suppress the occurrence of an overheating abnormality in the battery 14 even if a quick charging operation is performed following a landing operation, that is, even if operations with a high output load on the battery 14 are performed consecutively. Since the temperature rise during charging can be suppressed by forced cooling before charging and limiting the power at the start of charging, the life of the battery 14 can be extended. Since an overheating abnormality is suppressed based on a prediction of the maximum temperature Tmax, it becomes possible to set appropriate conditions that also take efficiency into consideration.

[0082] The control device 40 may predict the maximum temperature Tmax under the condition of minimum charging power among the charging conditions that satisfy the required charging capacity and the operation plan. The maximum temperature Tmax is predicted using the condition that can minimize the temperature rise within the range that can secure the required capacity and satisfy the operation plan. This makes it possible to appropriately determine whether charging is necessary.

[0083] The control method of this embodiment is based on the above-mentioned findings. The control method is executed by a processor to control charging of the battery 14. The control method includes acquiring a profile during landing flight and setting a charging plan for parking based on the profile before the battery transient change after landing is completed, that is, before the battery state stabilizes. This makes it possible to start rapid charging at an early timing after landing while reducing the risk of battery deterioration and failure. In other words, it is possible to suppress deterioration and failure of the battery 14 while increasing the operating rate of the eVTOL 10.

[0084] The control program of this embodiment is based on the above-mentioned findings. The control program is stored in a storage medium to control charging of the battery 14, and includes instructions to be executed by a processor. The control program includes instructions to acquire a profile during landing flight, and to set a charging plan for parking based on the profile before the battery transient change after landing is completed, that is, before the battery state is stabilized. This makes it possible to start rapid charging at an early timing after landing while reducing the risk of battery deterioration and failure. In other words, it is possible to suppress deterioration and failure of the battery 14 while increasing the operating rate of the eVTOL 10.

[0085] Second embodiment This embodiment is a modification based on the previous embodiment, and the description of the previous embodiment can be used. In the previous embodiment, the charging plan for parking is set based on the prediction of the maximum temperature Tmax during charging. Alternatively or additionally, the charging plan for parking may be set based on the prediction of the battery temperature before takeoff.

[0086] The control device 40 of this embodiment includes an acquisition unit 41 and a setting unit 42, as in the previous embodiment. The control device 40 may further include a control unit 43. The setting unit 42 sets a charging plan for parking based on the profile acquired by the acquisition unit 41. The setting unit 42 may predict the battery temperature T0 before takeoff as the battery state, and detect a sign of a low temperature abnormality of the battery 14 before takeoff or a sign of an overheating abnormality during flight based on the prediction result. The battery temperature T0 may be referred to as a pre-takeoff temperature T0 below. The setting unit 42 may determine whether or not a temperature adjustment process for the battery 14 and / or a charge start timing adjustment process is required as a necessary process based on the prediction of the pre-takeoff temperature T0. The setting unit 42 may predict the pre-takeoff temperature T0 based on the predicted battery temperature at the time of completion of charging, environmental information, and an operation plan.

[0087] <Control method> Fig. 6 shows the process of step S20 among the control processes executed by the control device 40 (processor). Each process shown in Fig. 6 corresponds to the process shown in Fig. 5. First, the control device 40 predicts the pre-takeoff temperature T0 of the next flight based on the profile acquired in step S10 (step S211). Step S211 is a process corresponding to step S201.

[0088] The control device 40 predicts the start temperature based on the profile during landing flight, and predicts the battery temperature at the end of charging (end temperature) based on the start temperature and the charging conditions. The pre-takeoff temperature T0 may be predicted based on the end temperature, environmental information that affects the heat storage or heat dissipation characteristics of the battery 14, and the time from the completion of charging to the start of takeoff (flight plan). The environmental information may be, for example, air temperature, wind speed, wind direction, etc. The start temperature and end temperature can be predicted by the same method as the start temperature and maximum temperature Tmax described in the preceding embodiment. The pre-takeoff temperature T0 may be predicted using a map model, a regression model, or the like. When inputting and outputting power to the battery 14, such as supplying power to auxiliary equipment, during the period from the completion of charging to the start of takeoff, it is advisable to also incorporate the input / output conditions as a temperature rise factor into the prediction of the pre-takeoff temperature T0.

[0089] The control device 40 may predict the start temperature, the end temperature, and the pre-takeoff temperature T0 consecutively or may predict them at predetermined intervals.

[0090] When predicting the pre - departure temperature T0, the control device 40 then compares the pre - departure temperature T0 with the threshold values Tth2 and Tth3. Then, it determines whether the pre - departure temperature T0 is less than the threshold value Tth2 and whether the pre - departure temperature T0 is greater than the threshold value Tth3 (step S212). When T0 < Tth2, the control device 40 determines that there is a sign that the battery 14 may have a low - temperature abnormality due to environmental conditions during the period from the completion of charging to the start of takeoff. That is, it detects a sign of low - temperature abnormality of the battery 14. When T0 ≥ Tth2, the control device 40 determines that there is no sign of low - temperature abnormality. When T0 > Tth3, the control device 40 determines that there is a sign that the battery 14 may become overheated due to environmental conditions during the period from the completion of charging to the start of takeoff and may have a high - temperature abnormality due to the high - output load during flight. That is, it detects a sign of high - temperature abnormality of the battery 14. When T0 ≤ Tth3, the control device 40 determines that there is no sign of high - temperature abnormality.

[0091] The process of step S212 is a process of determining the necessity of necessary processing based on the prediction result of the pre - departure temperature T0. Step S212 is a process corresponding to step S202. When the predicted pre - departure temperature T0 is below the threshold value Tth2, it is determined that adjustment of the battery temperature and / or the charging start timing is necessary as a process for suppressing the decrease in the battery temperature. When the pre - departure temperature T0 exceeds the threshold value Tth3, it is determined that adjustment of the battery temperature and / or the charging start timing is necessary as a process for suppressing the increase in the battery temperature.

[0092] The threshold value Tth2 may be the allowable lower - limit temperature of the battery 14 or may be the allowable lower - limit temperature plus a margin. The margin may be set considering the prediction error of the pre - departure temperature T0, the control error of the charging device, etc. The threshold value Tth3 is the threshold value of the battery temperature before takeoff to prevent high - temperature abnormality during the next flight and is set based on the output - load profile of the next flight. The threshold value Tth3 may also be the value with a margin added, like other threshold values.

[0093] When T0 < Tth2 or T0 > Tth3, the control device 40 selects necessary processing (step S213). Step S213 is processing corresponding to step S203. The control device 40 may select temperature adjustment processing as the necessary processing. When T0 > Tth3, the control device 40 may select forced cooling by the temperature control device 60 in order to prevent over-temperature abnormality during flight. When T0 < Tth2, the control device 40 may select processing by the temperature control device 60 as the necessary processing in order to prevent low-temperature abnormality before takeoff. It may be kept warm by the self-heating of the battery 14 accompanying charging. The control device 40 may select adjustment of the charging start timing as the necessary processing.

[0094] When the necessary processing is selected, then the control device 40 sets the conditions for the necessary processing (step S214). Step S214 is processing corresponding to step S204. In the temperature adjustment processing, the conditions can be set (derived) by the same method as in the case of the maximum temperature Tmax. For example, if forced cooling is carried out during charging and the battery temperature can be maintained within the range of the threshold value Tth2 or more and the threshold value Tth3 or less, those conditions may be continued. When the predetermined temperature cannot be maintained under the forced cooling conditions during charging, the cooling capacity of the temperature control device 60 may be adjusted in order to maintain the battery temperature within the above-mentioned temperature range.

[0095] When the temperature control device 60 is not provided, or when the heat retention capacity by the temperature control device 60 is insufficient, it may be kept warm by the self-heating of the battery 14 accompanying charging. The charging conditions for heat retention charging for maintaining the battery temperature within the temperature range, for example, the power or the duration, may be derived by the same method as in the previous embodiment and incorporated into the charging plan. When the battery 14 is forcibly charged, it is advisable to secure the free capacity for heat retention charging. The charging process for heat retention may be carried out for the entire time from the completion of charging to the start of takeoff or for a part of the time as long as the battery temperature can be maintained within the above-mentioned temperature range.

[0096] In adjusting the charging start timing, if forced cooling is performed simultaneously with rapid charging, it is advisable to delay the charging start timing to shorten the period from charging completion to takeoff. This makes it possible to prevent the battery 14 from becoming too hot or too cold due to environmental influences. It is preferable to be able to eliminate the warning signs simply by setting (specifying) the charging start timing, but it is advisable to determine whether the charging start timing can be adjusted and set the charging start timing in consideration of the flight plan, including the usage plan for the charging device 50 and temperature adjustment device 60.

[0097] After the conditions are set, the control device 40 then sets a charging plan (step S215) and proceeds to the processing of step S30. Step S215 is processing corresponding to step S205. If Tth2≦T0≦Tth3 in step S212, the control device 40 sets conditions for normal operation (step S216) and sets a charging plan based on the set conditions (S205). Step S216 is processing corresponding to step S206. The other configurations are similar to those described in the preceding embodiment.

[0098] <Summary of the second embodiment> The control device 40 of this embodiment determines whether or not a temperature adjustment process for the battery 14 and / or an adjustment process for the charging start timing of the battery 14 is required as a necessary process based on a prediction of the battery temperature T0 before takeoff. The control device 40 sets a charging plan for parking based on the determination result. This can prevent the battery temperature from changing due to environmental conditions during the period from the completion of charging to the start of takeoff, and the occurrence of a battery abnormality. For example, it can prevent the battery 14 from becoming cold due to environmental conditions, and the occurrence of a low-temperature abnormality. For example, it can prevent the battery 14 from becoming hot due to environmental conditions, and the occurrence of an overheating abnormality during the next voyage.

[0099] The control device 40 may include, as a temperature adjustment process, self-heating of the battery 14 that accompanies charging while the vehicle is parked. By utilizing heat retention caused by self-heating, it is possible to prevent low temperature abnormalities from occurring even when the temperature adjustment device 60 is not provided or when the heat retention capacity of the temperature adjustment device 60 is insufficient.

[0100] The control device 40 may predict the pre-takeoff temperature T0 based on the predicted battery temperature at the time of completion of charging, environmental information, and the flight plan. By taking into account the environmental temperature and the flight plan, the prediction accuracy of the pre-takeoff temperature T0 can be improved.

[0101] The configuration described in this embodiment can be combined with any of the configurations described in the preceding embodiments. For example, as the charging plan setting process in step S20, the plan setting process based on the prediction of the maximum temperature Tmax shown in FIG. 5 and the plan setting process based on the prediction of the temperature T0 before takeoff shown in FIG. 6 may be executed.

[0102] Third embodiment This embodiment is a modification of the previous embodiment as a basic form, and the description of the previous embodiment can be used. In the previous embodiment, the charging plan for parking is set based on the prediction of the maximum temperature Tmax during charging and the temperature T0 before takeoff. Instead of or in addition to this, the charging plan for parking may be set based on the prediction of the battery resistance at the time of completion of charging.

[0103] The control device 40 of this embodiment includes an acquisition unit 41 and a setting unit 42, as in the preceding embodiment. The control device 40 may further include a control unit 43. The setting unit 42 sets a charging plan for parking based on the profile acquired by the acquisition unit 41. The setting unit 42 may predict the battery resistance R at the time of completion of charging as the battery state, and further the degree of temporary deterioration of the battery 14, and may detect a sign of performance abnormality of the battery 14 during takeoff flight or flight based on the prediction result. The setting unit 42 may determine whether or not a process for reducing the battery resistance, specifically a process for recovering from temporary deterioration, is required as a necessary process based on the prediction of the battery resistance R. The setting unit 42 may determine whether or not a charge / discharge process of the battery 14 is required as a process for reducing the battery resistance. The setting unit 42 may predict the battery resistance R at the time of completion of charging based on the battery resistance after landing and the rapid charging condition.

[0104] <Temporary Deterioration> When a battery is output (discharged) or input (charged), a temporary bias occurs in the concentration distribution of ions that contribute to the battery reaction. The concentration bias occurs in the electrolyte and electrodes. The concentration bias is in the opposite direction during discharge and charge. When the concentration bias occurs, the degree of reversible temporary deterioration of the battery increases, that is, the battery resistance (internal resistance) rises. For this reason, even if the battery's SOC is sufficient, the input / output performance of the battery decreases. In particular, the degree of temporary deterioration increases due to high or continuous output, and high or continuous input. Temporary deterioration is sometimes called high-rate deterioration.

[0105] Electric aircraft, especially eVTOL, require high power output during takeoff and landing. Furthermore, continuous output during flight makes it easy for the degree of temporary degradation to increase. If the degree of temporary degradation increases, it may affect the high-power characteristics required for takeoff and landing, and may reduce the safety of the aircraft. In addition, temporary degradation may occur simultaneously in multiple batteries, raising concerns that it may not be possible to ensure redundancy of the drive equipment.

[0106] On the other hand, charging (high input) while parked causes the bias in ion concentration to act in the opposite direction to that during output. In other words, it acts in the direction of eliminating the degree of temporary degradation during flight. The degree of temporary degradation after charging (before takeoff) ultimately changes depending on the input / output profile during flight and the input profile during charging. For example, there is a risk that the temporary degradation that occurred during flight cannot be completely eliminated and the degree of temporary degradation will remain accumulated. For example, there is a risk that high input charging will reverse the concentration bias and increase the degree of temporary degradation. In either case, the output performance during takeoff and landing on the next flight will be affected, or the degree of temporary degradation will accumulate over multiple flights, increasing the risk of performance abnormalities.

[0107] Temporary battery degradation is not a permanent abnormality or degradation that cannot be recovered from, such as a disconnection abnormality or deterioration of battery capacity, but a temporary deterioration that can be resolved. For this reason, it is desirable to prevent or reduce temporary degradation when the vehicle is parked.

[0108] <How to recover from temporary deterioration> To reduce or eliminate temporary degradation caused by discharge during flight, it is effective to temporarily charge the battery. Charging changes the direction of the current, which can forcibly reduce the concentration bias. In other words, it is possible to reduce or eliminate the degree of temporary degradation. For example, to reduce or eliminate temporary degradation caused by charging during charging, it is effective to temporarily discharge the battery. Discharging changes the direction of the current, which can forcibly reduce the concentration bias.

[0109] When dealing with both temporary degradation caused by discharge and temporary degradation caused by charge, charging may be temporarily stopped and the charging current reduced. Stopping charging promotes ion diffusion and reduces the concentration bias. This reduces the degree of temporary degradation. Since the progression of concentration bias depends on the charging current, reducing the charging current can suppress the progression of concentration bias. However, it takes longer to resolve temporary degradation compared to temporary charging during discharge or temporary discharging during charging.

[0110] When dealing with both temporary deterioration caused by discharge and temporary deterioration caused by charging, temporary charging and discharging may be performed. The concentration imbalance can be forcibly eliminated by applying an AC current or by temporary charging and discharging with a small ΔSOC. A pulsating current such as a ripple may be applied. Repeated charging and discharging may be performed using a square wave or the like. Discharging may be performed using an external charging and discharging device or by battery output to the EPU 15 or auxiliary devices. It is preferable to perform this when charging is close to completion in order to prevent further temporary deterioration.

[0111] The temporary charge / discharge process can efficiently eliminate both the temporary deterioration caused by discharge and the temporary deterioration caused by charging. When the increase in the battery resistance at the completion of charging, that is, the predicted value of the degree of temporary deterioration, becomes equal to or exceeds a predetermined value, it is preferable to determine that a charge / discharge process is required as a process for reducing the battery resistance. The increase in resistance (degree of temporary deterioration) is the difference (ΔR) from the reference value of the internal resistance. The degree of temporary deterioration is preferably an increase based on the resistance value when the previous temporary deterioration is eliminated. The above threshold value may be set by adding a margin to the upper limit resistance value that does not cause performance abnormality even in the worst case scenario due to the increase in temporary deterioration in the next flight. The margin may be set in consideration of various errors due to the detection and operation of prediction errors of the battery resistance associated with the flight, control errors of the charging / discharging equipment, etc. The charge / discharge process may be a method of incorporating charging / discharging under predetermined conditions at the end of charging. It is preferable to determine the charging / discharging conditions according to the degree of temporary deterioration in advance through experiments, etc.

[0112] FIG. 7 is a diagram showing an example of the variation in the degree of temporary degradation due to flight and charging after flight. FIG. 7 shows an example of elimination of temporary degradation due to charging and discharging. As described above, the eVTOL 10 requires high output during period P1 (takeoff flight) and period P3 (landing flight). Furthermore, since output is continuous during flight, the degree of temporary degradation is likely to increase even during period P2 (cruising flight). Therefore, at time t11 when landing is completed, the degree of temporary degradation has increased significantly compared to when takeoff began.

[0113] When charging while parked begins at time t12, a predetermined time later, the concentration imbalance caused by discharge during flight is eliminated, and the degree of temporary degradation decreases. In the period from time t12 to time t13, the solid line indicates the case where charging is unable to completely eliminate the temporary degradation. The dashed line indicates the case where the imbalance is reversed by charging. After time t13, charging and discharging are performed as appropriate, and the degree of temporary degradation is eliminated at time t14. In FIG. 7, charging and discharging after time t13 are indicated by two-dot chain lines.

[0114] <Control method> Fig. 8 shows the process of step S20 among the control processes executed by the control device 40 (processor). Each process shown in Fig. 8 corresponds to the process shown in Fig. 5. First, the control device 40 predicts the resistance R of the battery 14 at the completion of charging based on the profile acquired in step S10 (step S221). Step S221 is a process corresponding to step S201. The control device 40 may predict the degree of temporary deterioration ΔR based on the resistance R.

[0115] The control device 40 may predict the battery resistance at the start of charging based on the profile during landing flight, and may predict the battery resistance at the completion of charging based on the resistance at the start and the charging conditions. The control device 40 may predict the degree of temporary degradation at the start of charging, and may predict the degree of temporary degradation at the completion of charging based on the predicted degree at the start and the charging information. Note that the battery resistance or the degree of temporary degradation after landing may be predicted. The start of charging is also an example of after landing. The battery resistance or the degree of temporary degradation may be predicted immediately after landing. The battery resistance or the degree of temporary degradation may be predicted before charging starts and after a predetermined time has elapsed since immediately after landing.

[0116] The resistance at the start or the degree of temporary deterioration at the start is predicted based on the power load profile of the battery during landing flight and / or the fluctuation profile of the battery resistance or the battery voltage during landing flight. The resistance at the completion or the degree of temporary deterioration at the completion is predicted based on the power profile which is the charging condition during charging. The control device 40 may perform the prediction regarding the start and the prediction regarding the completion consecutively, or may perform them with a predetermined time interval. The control device 40 may directly predict the resistance R at the completion of charging or the degree of temporary deterioration ΔR at the completion of charging based on the power load profile of the battery 14 during landing flight and / or the fluctuation profile of the battery resistance during landing flight and the power profile which is the charging condition. The fluctuation profile of the battery voltage during landing flight may be used instead of the fluctuation profile of the battery resistance during landing flight. Specifically, the control device 40 may directly predict the resistance R at the completion of charging or the degree of temporary deterioration ΔR at the completion of charging based on the power load profile of the battery 14 during landing flight and / or the fluctuation profile of the battery voltage during landing flight and the power profile which is the charging condition.

[0117] As described above, the control device 40 may predict the resistance R and thus the degree of temporary deterioration ΔR using the power load profile of the battery 14 during landing flight. To predict the battery resistance at the start of charging, a map model or a regression model that associates the profile itself or a feature value obtained from the profile with the battery resistance at the start of charging may be used. The feature value is, for example, a current integrated value. By using machine learning, the feature value and the model can be efficiently constructed. The current integrated value may be calculated taking into account the waiting time on the ground. When the battery current is zero during waiting, the integrated value may be corrected in a direction that eliminates the concentration bias. The correction value may be calculated using a map or regression model that is created in advance from data such as an experiment.

[0118] The larger the battery current (higher output) or the longer the duration of output, the more likely it is that concentration bias will occur. For this reason, when using an integrated current value, the integration may be performed while weighting each battery current value and / or duration. The weighting coefficient may be calculated using a map or regression model created in advance from experimental data, etc.

[0119] Furthermore, a battery reaction simulation model that derives the battery resistance at the start of charging by inputting the profile itself or feature values ​​may be used. This allows for more accurate prediction. The battery reaction simulation model is a battery reaction model that can analyze temporary ion concentration bias.

[0120] The control device 40 may predict the resistance R at the end of charging, and thus the degree of temporary degradation ΔR, in the same manner as in predicting the resistance at the start of charging. For example, a map model, a regression model, a battery reaction simulation model, or the like that associates the battery resistance at the start of charging, the charging conditions, and the battery resistance at the end of charging may be used.

[0121] The control device 40 may directly predict the resistance R at the end of charging, and thus the degree of temporary degradation ΔR, using a method similar to that for predicting the resistance at the start of charging. A map model, a regression model, a battery reaction simulation model, or the like that associates the profile itself or a feature obtained from the profile with the charging conditions and the battery resistance at the end of charging can be used.

[0122] When predicting the resistance R and the degree of temporary degradation ΔR using the power load profile during landing flight, it is necessary to obtain information on the absolute value of the battery resistance at any timing in the profile. The absolute value of the battery resistance may be an actual measured value or an estimated value.

[0123] The training data required for the above modeling and the various parameters required for the battery reaction simulation may be extracted from prior experiments, flight history, etc. When predicting the resistance at the start of charging, it is advisable to construct a model that can predict the battery resistance even if the charging start time is changed. For example, battery temperature, environmental temperature, etc. may be added as input information (explanatory variables) to the model. This makes it possible to improve the accuracy of the prediction. An input / output profile from takeoff flight may also be added as information for the prediction.

[0124] As described above, the control device 40 may predict the resistance R and thus the degree of temporary deterioration ΔR using the fluctuation profile of the battery resistance or battery voltage during landing flight. A map model or a regression model that correlates the profile itself or a feature value obtained from the profile with the battery resistance at the start of charging may be used. The feature value is a relaxation constant of the battery resistance or battery voltage, a battery resistance or battery voltage at a specific time point, a fluctuation rate of the battery resistance or battery voltage at a specific time point, or a combination thereof. The fluctuation profile of the battery resistance or battery voltage may include intermediate information of the transient change after landing. It becomes possible to reflect the fluctuation state of the battery resistance or battery voltage from the maximum state of the concentration bias accompanying landing, and the prediction can be made more accurate.

[0125] The training data required for the above modeling should be extracted from prior experiments, flight history, etc. Battery temperature, environmental temperature, etc. should be added as input information (explanatory variables) to the model. This can improve the accuracy of predictions. It is advisable to build a model that can predict battery resistance even if the charging start time is changed.

[0126] After predicting the resistance R at the end of charging, the control device 40 then compares the degree of temporary deterioration ΔR at the end of charging with a threshold ΔRth, and determines whether the degree of temporary deterioration ΔR is greater than the threshold Rth (step S222). If ΔR>ΔRth, the control device 40 detects a sign of abnormality in battery performance during takeoff or flight. If ΔR≦ΔRth, the control device 40 determines that there is no sign of abnormality in battery performance.

[0127] The process of step S222 is a process for determining whether or not necessary processing is required based on the predicted result of resistance R (degree of temporary degradation ΔR). Step S222 is a process corresponding to step S202. When the predicted degree of temporary degradation ΔR exceeds a threshold ΔRth, it is determined that temporary charging and discharging is required as a process for reducing or eliminating the temporary degradation. As described above, the threshold ΔRth may be set by adding a margin to the upper limit resistance value at which an increase in temporary degradation on the next flight will not cause a performance abnormality even in the worst case scenario.

[0128] If ΔR>ΔRth, the control device 40 selects a necessary process (step S223). Step S223 corresponds to step S203. The control device 40 selects a process for reducing the battery resistance, that is, a process for reducing the degree of temporary deterioration, as the necessary process. The process for reducing the battery resistance includes a charge / discharge process.

[0129] After the necessary process is selected, the control device 40 then sets the conditions for the necessary process (step S224). Step S224 is a process corresponding to step S204. The control device 40 sets the charging conditions (charge / discharge conditions) for the battery 14 so that the degree of temporary degradation is equal to or lower than a predetermined value when quick charging is completed. The control device 40 may set the charge / discharge conditions so that the degree of temporary degradation is zero when quick charging is completed.

[0130] After the conditions are set, the control device 40 then sets a charging plan (step S225). The control device 40 sets a charging / discharging profile for the battery 14 based on the necessary processes and the conditions. After setting the charging plan, the control device 40 ends the series of processes. In other words, the process proceeds to step S30.

[0131] If ΔR≦ΔRth in step S222, the control device 40 sets the conditions for normal operation (step S226) and sets a charging plan based on the set conditions (S225). The conditions for normal operation are conditions for rapid charging that do not take into account reduction in battery resistance. The other configurations are the same as those described in the preceding embodiment.

[0132] <Summary of the third embodiment> The control device 40 of this embodiment judges whether or not a process for reducing the battery resistance is required as a necessary process based on a prediction of the resistance R of the battery 14 at the time of completion of charging, and therefore the degree of temporary deterioration ΔR. The control device 40 sets a charging plan for parking based on the judgment result. Temporary deterioration occurs due to a high output load during flight and a high input load during charging. Signs of abnormality caused by this temporary deterioration can be eliminated when the aircraft is parked.

[0133] The control device 40 may include a charge / discharge process as a process for reducing the battery resistance. This can efficiently eliminate temporary deterioration in the charge profile (charge / discharge profile) during parking.

[0134] The control device 40 may predict the battery resistance R at the completion of charging based on the battery resistance before charging starts (after landing) and the rapid charging conditions. It can predict the degree of temporary degradation caused by the high output load during flight, and can predict the change in the degree of temporary degradation caused by charging while parked. This improves the prediction accuracy of the battery resistance R, and can efficiently eliminate temporary degradation.

[0135] The configuration described in this embodiment can be combined with any of the configurations described in the preceding embodiments. For example, as the charging plan setting process in step S20, the plan setting process based on the prediction of the battery resistance R (degree of temporary deterioration ΔR) may be combined with the plan setting process described in the preceding embodiment. As the charging plan setting process, the control device 40 may execute at least one of the plan setting process based on the prediction of the battery resistance R, the plan setting process based on the prediction of the maximum temperature Tmax, and the plan setting process based on the prediction of the temperature T0 before takeoff.

[0136] (Fourth embodiment) This embodiment is a modification of the previous embodiment as a basic form, and the description of the previous embodiment can be used. In the previous embodiment, the necessary processing was whether or not the temperature adjustment processing of the battery 14 and / or the processing for changing the charging conditions were required. Instead of this, or in addition, the necessary processing may be whether or not the battery inspection before the start of charging is required.

[0137] The control device 40 of this embodiment includes an acquisition unit 41 and a setting unit 42, as in the preceding embodiment. The control device 40 may further include a control unit 43. The setting unit 42 sets a charging plan for parking based on the profile acquired by the acquisition unit 41. The setting unit 42 may detect other abnormal signs other than the abnormal signs shown in the preceding embodiment based on the battery state profile during landing flight. The other abnormal signs include, for example, insulation abnormality, short circuit abnormality, overcurrent abnormality, monitoring abnormality, cooling abnormality, and communication abnormality. The setting unit 42 can detect other abnormal signs by detecting unexpected fluctuations based on the battery state profile during landing flight. When the setting unit 42 detects an unexpected fluctuation, it may perform a battery inspection before starting charging as a necessary process to be performed in relation to charging during parking.

[0138] Unexpected variations in various battery states may be extracted by comparison between batteries (between battery packs) or within a battery (between battery cells or battery modules). Unexpected variations may be extracted by comparison with past history data or comparison of variations over time. A predetermined threshold value may be used to determine whether a variation is unexpected.

[0139] Instead of or in addition to the profile during landing, a profile after landing and before the completion of the battery transient change may be used. By adding the profile, the probability of overlooking an abnormality sign generated at the time of landing can be reduced.

[0140] <Control method> Fig. 9 shows the process of step S20 among the control processes executed by the control device 40 (processor). Each process shown in Fig. 9 corresponds to the process shown in Fig. 5. The process shown in Fig. 9 adds the processes of steps S200A and S200B to the process shown in Fig. 5.

[0141] The control device 40 first determines whether an unexpected change has occurred in the battery state related to the other abnormality signs described above based on the battery state profile acquired in step S10 (step S200A). Step S200A is a process for determining whether necessary processing is required. If an unexpected change is detected, the control device 40 notifies the implementation of a battery inspection (step S200B). Inspection of the battery 14 is performed in response to the notification. Battery inspection before the start of charging may include work such as battery replacement or repair. Inspection of the battery 14 may be performed by an operator in response to the notification, or by an inspection device in response to the notification.

[0142] When the battery inspection is completed, that is, when other abnormality signs are reduced or eliminated by the inspection, the control device 40 executes the processes from step S201 onwards, as in the preceding embodiment. If it is determined in step S200A that no unexpected fluctuation has occurred, that is, that the necessary process is not required, the control device 40 executes the processes from step S201 onwards without executing the process of step S200B.

[0143] The execution timing of steps S200A and S200B is not limited to the example shown in Fig. 9. For example, steps S200A and S200B may be executed after steps S204 and S206 and before step S205. Steps S205 may be executed after step S205. Steps S10 and before step S30 may be executed. The other configurations are the same as those described in the preceding embodiment.

[0144] <Summary of the Fourth Embodiment> The control device 40 of this embodiment determines whether or not a battery inspection is required before the start of charging as a necessary process based on the battery state profile during landing flight. This allows the battery to be checked for signs of abnormality before rapid charging, which applies a high input load, thereby improving flight safety.

[0145] The configuration described in this embodiment can be combined with any of the configurations shown in the preceding embodiments. Although the combination with the setting of a charging plan based on the prediction of the maximum temperature Tmax has been shown, this is not limiting. It may be combined with the setting of a charging plan based on the prediction of the battery temperature T0 before takeoff. It may be combined with the setting of a charging plan based on the prediction of the battery resistance R (the degree of temporary deterioration ΔR) at the time of completion of charging. It may be used alone without being combined with the preceding embodiments. For example, in FIG. 9, the processes of steps S201, S202, S203, and S204 may be omitted.

[0146] (Other embodiments) The disclosure in this specification and drawings, etc. is not limited to the exemplified embodiments. The disclosure includes the exemplified embodiments and modifications by those skilled in the art based thereon. For example, the disclosure is not limited to the combination of parts and / or elements shown in the embodiments. The disclosure can be implemented by various combinations. The disclosure can have additional parts that can be added to the embodiments. The disclosure includes the omission of parts and / or elements of the embodiments. The disclosure includes the substitution or combination of parts and / or elements between one embodiment and another embodiment. The disclosed technical scope is not limited to the description of the embodiments. Some disclosed technical scopes are indicated by the description of the claims, and should be interpreted as including all modifications within the meaning and scope equivalent to the description of the claims.

[0147] The disclosure in the specification and drawings is not limited by the claims. The disclosure in the specification and drawings includes the technical ideas described in the claims, and extends to more diverse and broader technical ideas than the technical ideas described in the claims. Therefore, various technical ideas can be extracted from the disclosure in the specification and drawings without being bound by the claims.

[0148] When an element or layer is referred to as being "on," "coupled," "connected," or "bonded," it may be directly coupled, connected, or bonded to another element or layer, and intervening elements or layers may be present. In contrast, when an element is referred to as being "directly on," "directly coupled," "directly connected," or "directly bonded" to another element or layer, there are no intervening elements or layers. Other words used to describe relationships between elements should be construed in a similar manner (e.g., "between" vs. "directly between," "adjacent" vs. "directly adjacent," etc.). As used in this specification, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0149] The various flowcharts shown in this disclosure are all examples, and the number of steps constituting the flowcharts and the order of execution of the processes can be changed as appropriate. In addition, the apparatus, system, and method thereof described in this disclosure may be realized by a dedicated computer comprising a processor programmed to execute one or more functions embodied in a computer program. The apparatus and method described in this disclosure may be realized using a dedicated hardware logic circuit. Furthermore, the apparatus and method described in this disclosure may be realized by one or more dedicated computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits.

[0150] For example, some or all of the functions of processor 311 may be realized as hardware. A form in which a certain function is realized as hardware includes a form in which it is realized using one or a plurality of ICs. As the processor (computation core), a CPU, MPU, GPU, DFP, etc. can be adopted. CPU is an abbreviation for Central Processing Unit. MPU is an abbreviation for Micro-Processing Unit. GPU is an abbreviation for Graphics Processing Unit. DFP is an abbreviation for Data Flow Processor.

[0151] Some or all of the functions of the processor 311 may be realized by combining a plurality of types of arithmetic processing devices. Some or all of the functions of the processor 311 may be realized by using an SoC, an ASIC, an FPGA, or the like. SoC is an abbreviation for System on Chip. ASIC is an abbreviation for Application Specific Integrated Circuit. FPGA is an abbreviation for Field-Programmable Gate Array. The same applies to the processor 201.

[0152] The computer program may be stored in a computer-readable non-transitory tangible storage medium as instructions executed by a computer. A HDD, SSD, flash memory, etc. may be used as a storage medium for the program. HDD is an abbreviation for Hard-disk Drive. SSD is an abbreviation for Solid State Drive. The scope of the present disclosure also includes forms such as a program for causing a computer to function as a control device or control system, and a non-transitory tangible storage medium such as a semiconductor memory on which the program is recorded.

[0153] (Disclosure of technical ideas) This specification discloses multiple technical ideas described in the following multiple dependent claims. Some of the claims may be described in a multiple dependent form, where the subsequent claim alternatively refers to the preceding claim. Furthermore, some of the claims may be described in a multiple dependent form, where the subsequent claim alternatively refers to the preceding claim. The claims described in these multiple dependent forms define multiple technical ideas.

[0154] <Technical philosophy 1> A control device that controls charging of a battery (14) mounted on an electric flying object (10), comprising: an acquisition unit (41) that acquires a battery load profile and / or a battery state profile as a profile during landing flight; a setting unit (42) that sets a parking charging plan based on the profile before a battery transient change after landing is completed; Equipped with.

[0155] <Technical philosophy 2> The setting unit is determining whether or not a temperature adjustment process and / or a change process of a charging condition is required as a necessary process to be performed in connection with the charging while the vehicle is parked; The control device according to Technical Idea 1 sets the charging plan based on a determination result.

[0156] <Technical philosophy 3> The control device described in Technical Idea 2, in which the setting unit determines whether or not it is necessary to perform forced cooling of the battery before the start of charging and / or limiting the charging power at the start of charging as the necessary processing, based on a prediction of the maximum temperature of the battery that will occur during charging while the vehicle is parked.

[0157] <Technical philosophy 4> The control device described in Technical Idea 3, wherein the setting unit predicts the maximum temperature under a condition resulting in a minimum charging power among charging conditions that satisfy a required charging capacity and an operation plan.

[0158] <Technical philosophy 5> The control device described in any one of technical ideas 2 to 4, wherein the setting unit determines whether or not the necessary processing is required to adjust the temperature of the battery and / or adjust the charging start timing of the battery based on a prediction of the battery temperature before takeoff.

[0159] <Technical philosophy 6> The control device described in Technical Idea 5, wherein the temperature adjustment process of the battery includes self-heating of the battery due to charging while the aircraft is parked.

[0160] <Technical philosophy 7> The control device described in Technical Idea 5 or Technical Idea 6, wherein the setting unit predicts the battery temperature before takeoff based on a predicted battery temperature at the time of completion of charging, environmental information, and an operation plan.

[0161] <Technical philosophy 8> The control device according to any one of Technical Ideas 2 to 7, wherein the setting unit determines whether or not a process for reducing the resistance of the battery is required as the necessary process based on a prediction of the battery resistance at the completion of charging.

[0162] <Technical philosophy 9> The control device according to Technical Concept 8, wherein the process for reducing the resistance of the battery includes a charge / discharge process.

[0163] <Technical Thought 10> The control device according to Technical Idea 8 or 9, which predicts the battery resistance at the end of charging based on the battery resistance at the start of charging and a rapid charging condition.

[0164] <Technical Thought 11> The control device according to any one of Technical Ideas 2 to 10, wherein the setting unit determines whether or not a battery inspection is required before starting charging as the necessary process based on the battery state profile during landing flight. [Explanation of symbols]

[0165] 10... eVTOL, 11... aircraft body, 12... fixed wing, 121... main wing, 122... tail, 13... rotor, 131... blade, 132... shaft, 14... battery, 15... EPU, 16... BMS, 20... ECU, 201... processor, 202... memory, 203... storage, 203P... program, 204... communication circuit, 30... ground station, 31... server, 311... processor, 312... memory, 313... storage, 313P... program, 314... communication circuit, 40... control device, 41... acquisition unit, 42... setting unit, 43... control unit, 50... charging device, 60... temperature control device< / evtol>

Claims

1. A control device for controlling charging of a battery (14) mounted on an electric flying object (10), comprising: an acquisition unit (41) for acquiring a battery load profile and / or a battery state profile as a profile during landing flight that correlates with a stable battery state after a certain time has elapsed since landing; A setting unit (42) that sets a charging plan for the electric flying object during parking based on the profile before a battery transient change after landing is completed; A control device comprising:

2. The setting unit is determining whether or not a temperature adjustment process and / or a change process of a charging condition of the battery is required as a necessary process to be performed in connection with the charging while the vehicle is parked; The control device according to claim 1 , further comprising: a charging schedule setting unit configured to set the charging schedule based on a result of the determination.

3. The control device according to claim 2, wherein the setting unit determines whether or not the necessary processing is required to perform forced cooling processing of the battery before charging starts and / or limiting processing of charging power at the start of charging, based on a prediction of a maximum temperature of the battery that will occur during charging while the vehicle is parked.

4. The control device according to claim 3 , wherein the setting unit predicts the maximum temperature under a condition resulting in a minimum charging power among charging conditions that satisfy a required charging capacity and an operation plan.

5. The control device according to claim 2 , wherein the setting unit determines whether or not it is necessary to perform, as the necessary process, a process of adjusting the temperature of the battery and / or a process of adjusting a charging start timing of the battery, based on a prediction of a battery temperature before takeoff.

6. The control device according to claim 5 , wherein the temperature adjustment process of the battery includes self-heating of the battery due to charging while the vehicle is parked.

7. The control device according to claim 5 or 6, wherein the setting unit predicts the battery temperature before takeoff based on a predicted battery temperature at the completion of charging, environmental information, and a flight plan.

8. The control device according to claim 2 , wherein the setting unit determines whether or not the necessary process is to reduce the resistance of the battery, based on a prediction of the battery resistance at the time of completion of charging.

9. The control device according to claim 8 , wherein the process for reducing the resistance of the battery includes a charge / discharge process.

10. 10. The control device according to claim 8, further comprising: a controller configured to predict the battery resistance at the completion of charging based on the battery resistance at the start of charging and a rapid charging condition.

11. The control device according to claim 2 , wherein the setting unit determines whether or not a battery inspection before starting charging is required as the necessary process based on the battery state profile during landing flight.

12. A control method executed by a processor (311) for controlling charging of a battery (14) on board an electric flying vehicle (10), comprising: obtaining a battery load profile and / or a battery condition profile as a landing flight profile that correlates to a stable battery condition after a certain period of time has elapsed since landing; setting a charging plan for the electric air vehicle during parking based on the profile before a battery transient change after landing is completed; A control method comprising:

13. A control program stored in a storage medium (313) for controlling charging of a battery (14) mounted on an electric flying object (10), the control program including instructions to be executed by a processor (311), obtaining a battery load profile and / or a battery condition profile as a landing flight profile that correlates to a stable battery condition after a certain period of time has elapsed since landing; setting a charging plan for the electric air vehicle during parking based on the profile before a battery transient change after landing is completed; A control program comprising the instructions for executing the above.

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