Charging control system

Abstract

To provide a charging control system that improves a rate of operation of a flying body.SOLUTION: A charging control system 1 comprises a charging device 30, a cooling device 20, and a controlling device 40. A flying body 100 includes a battery unit. The battery unit includes a battery to be a driving force of flight of the flying body and a cooler having a first flow channel in which a heat medium flows. The charging device is electrically connected to the battery so that the battery is to be charged. Charging control is started when a temperature of the battery becomes a predetermined charging start temperature. In the charging control, the battery is charged by controlling the charging device while cooling the battery by making the heat medium circulate in a cooling circuit C2.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a charging control system.

Background Art

[0002] In the related art, in view of safety and the like, it is disclosed to create a flight plan to fly an aircraft after cooling the mounted components of the aircraft (for example, a motor drive circuit) (Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] If the time from when the aircraft lands until the charging and cooling of the battery are completed is prolonged, there is a concern that it will affect the operation rate of the aircraft.

[0005] In view of the above circumstances, the present invention aims to provide a technology capable of improving the operation rate of an aircraft.

Means for Solving the Problems

[0006] According to one aspect of the present invention, there is provided a charging control system for a battery mounted on an aircraft. The charging control system includes a charging device, a cooling device, and a control device. The aircraft has a battery unit. The battery unit has a battery that powers the aircraft's flight and a cooler having a first flow path through which a heat medium flows. The charging device is configured to be electrically connectable to the battery so that the battery is charged. The cooling device has a heat exchanger and a connecting pipe, and is capable of forming a cooling circuit between the cooling device and the aircraft. The heat exchanger has a second flow path through which the heat medium flows. The connecting pipe is configured to circulate the heat medium through the heat exchanger and the cooler. The cooling circuit is formed by the first flow path of the cooler, the connecting pipe, and the second flow path of the heat exchanger. The control device is configured to execute charging control. The charging control is initiated when the temperature of the battery reaches a predetermined charging start temperature, and in the charging control, the charging device is controlled to charge the battery while circulating the heat medium through the cooling circuit to cool the battery.

[0007] According to the present disclosure, it is possible to improve the operating rate of an aircraft. [Brief explanation of the drawings]

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Mode for Carrying Out the Invention

[0009] [Embodiment] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Various features shown in the embodiments described below can be combined with each other.

[0010] Incidentally, the program for realizing the software appearing in this embodiment may be provided as a non-transitory computer-readable medium that can be read by a computer, may be provided so as to be downloadable from an external server, or may be provided so that the program is started on an external computer and its function is realized on a client device (so-called cloud computing).

[0011] In addition, in this embodiment, the “section” may include, for example, a combination of hardware resources implemented by a circuit in a broad sense and information processing of software that can be specifically realized by these hardware resources. Further, in this embodiment, various types of information are handled, and these information are represented, for example, by physical values of signal values representing voltage and current, the high and low of signal values as a set of binary bits composed of 0 or 1, or quantum superposition (so-called quantum bits), and communication and calculation can be executed on a circuit in a broad sense.

[0012] In addition, a circuit in a broad sense is a circuit realized by appropriately combining at least a circuit, circuitry, a processor, a memory, etc. That is, it includes an application specific integrated circuit (ASIC), programmable logic devices (for example, a simple programmable logic device (SPLD), a complex programmable logic device (CPLD), and a field programmable gate array (FPGA)), etc.

[0013] 1. Configuration description FIG. 1 shows an example of the system configuration of the charging control system 1. FIG. 2 shows an example of the configuration of the aircraft 100 shown in FIG. 1. FIG. 3 is a detailed explanatory diagram of the charging control system 1 shown in FIG. 1. In FIG. 3, the electrical connection relationships of each component, the refrigerant circuit C1 through which the refrigerant flows, the cooling circuit C2 through which the heat medium flows, etc. are schematically shown.

[0014] The charging control system 1 shown in FIG. 1 is a control system for charging the battery 320 (see FIG. 3) mounted on the aircraft 100. In addition, the charging control system 1 can cool the battery 320 during charging and non - charging. In FIG. 1, the aircraft 100 is shown in a state of landing on the ground (landing site 101 for charging in the embodiment), and charging and cooling are being carried out schematically. The charging control system 1 includes a power receiving unit 10, a cooling device 20, a charging device 30, a control device 40, a pump 26, a gas supply unit 27, and a flow path switching unit 28.

[0015] 1.1. Regarding the refrigerant circuit C1 and the cooling circuit C2 The charging control system 1 has a refrigerant circuit C1 through which a refrigerant circulates, and is also capable of forming a cooling circuit C2 in the charging control system 1. The refrigerant circulating in the refrigerant circuit C1 and the heat medium circulating in the cooling circuit C2 can exchange heat in a heat exchanger 24.

[0016] As shown in FIG. 3, the refrigerant circuit C1 includes a compressor 21 that compresses the refrigerant, a heat exchanger 22 that functions as a radiator, a throttling device 23 that reduces the pressure of the refrigerant, and a heat exchanger 24 (heat transfer tube 24B) that functions as an evaporator, all of which are connected by refrigerant piping. 3, the cooling circuit C2 includes the heat exchanger 24 (heat medium tank 24A), the pump 26, the flow path switching unit 28, and the cooler 310, which are connected by connecting pipes p1 to p4. The charging control system 1 includes the heat exchanger 24 (heat medium tank 24A), the pump 26, the flow path switching unit 28, and the connecting pipes p1 to p4 of the cooling circuit C2.

[0017] The refrigerant circulating through the refrigerant circuit C1 is not particularly limited, and may be, for example, a carbon dioxide refrigerant, a hydrofluorocarbon refrigerant (e.g., R32 refrigerant, etc.), a flammable refrigerant such as a hydrocarbon refrigerant (e.g., R290 refrigerant, etc.), or a mixture thereof. The heat medium circulating through the cooling circuit C2 is a liquid. This heat medium may be, for example, water or brine. Brine is an antifreeze liquid with a lower freezing point than water, and either organic or inorganic brine may be used as the brine.

[0018] 1.2. About the Air Vehicle 100 As shown in Fig. 2, the aircraft 100 is a drone. The aircraft 100 includes, for example, a body 120, an arm 130, a propeller 140, and an aircraft control device 200. The aircraft 100 also includes a battery unit 300 shown in Fig. 3. Note that, although the embodiment has been described assuming that the aircraft 100 is a propeller type, the present invention is not limited to the propeller type and can be applied to all other types of drones, such as wing types, as long as the power source for the flight of the aircraft 100 includes a hybrid and is battery-powered.

[0019] Components such as an aircraft control device 200 and a battery unit 300 are mounted on the body 120. An arm 130 that supports a propeller 140 is provided on the body 120. The propeller 140 has a rotor 141 formed by a motor or the like, and rotatable blades 142. The aircraft control device 200 is configured to control the operation of the propeller 140, for example. The aircraft control device 200 is also capable of acquiring data related to the temperature of the battery 320 from a temperature sensor 330.

[0020] The battery unit 300 includes a cooler 310 , a battery 320 , a temperature sensor 330 , an inlet 301 , and an outlet 302 . The cooler 310 is a heat exchanger having a first flow path 311 through which a heat medium flows. The first flow path 311 of the cooler 310 is connected to an inlet portion 301 configured to be connectable to a connecting pipe p3 and an outlet portion 302 configured to be connectable to a connecting pipe p4. The inlet portion 301 and the outlet portion 302 are configured to be detachable from the connecting pipes p3 and p4. In some cases, they do not need to be detachable and may be integrated. The battery 320 supplies the electric power that powers the flight of the aircraft 100. In the embodiment, it is composed of a lithium-ion battery. The temperature sensor 330 is provided in the battery 320 and is configured to acquire data regarding the temperature of the battery 320. Note that the data regarding the temperature of the battery 320 may be the actual temperature, or the data regarding the temperature of the battery 320 may be an electrical characteristic value, and the flight control device 200 may be configured to calculate the actual temperature from the characteristic value.

[0021] The battery unit 300 is a unitized structure in which the cooler 310 and the battery 320 are integrally formed, and the cooling heat of the cooler 310 is promptly transmitted to the battery 320. Note that the cooler 310 and the battery 320 do not necessarily have to be unitized. That is, the battery unit 300 may be configured such that the cooler 310 and the battery 320 are separate bodies, and in addition, the cooler 310 and the battery 320 may be in direct contact or in contact via a member such as metal, and the cooling heat of the cooler 310 is appropriately transmitted to the battery 320.

[0022] The battery unit 300 is mounted inside the body 120 of the aircraft 100. When the charging control system 1 charges the aircraft 100, the battery unit 300 is in a state of being mounted inside the body 120 of the aircraft 100. That is, the battery unit 300 is removed from the body 120 of the aircraft 100 during maintenance, replacement, etc., but during charging, it is carried out while being mounted inside the body 120. For this reason, the aircraft 100 has no work burden regarding removal during charging, and the charging work is facilitated.

[0023] Here, when the battery unit 300 (battery 320) supplies power to the propeller 140 or the like during flight and discharges, its temperature is rising. And when the battery unit 300 is powered by the charging device 30 on the ground, the battery unit 300 will be charged. However, even when the battery unit 300 is charged, depending on the charging current, the temperature of the battery unit 300 (battery 320) may further rise. These temperature rises of the battery unit 300 (battery 320) cause (1) the effect of shortening the life of the battery 320 and (2) the overheating effect of the battery 320, which are generally not preferable.

[0024] (1) Regarding the effect of shortening the life of the battery 320, special attention is required especially when the battery 320 is charged. In the case of a lithium-ion battery, for example, when the temperature reaches or exceeds the first temperature T1 which is the threshold temperature, the deterioration of the battery 320 (such as the decomposition of the electrolyte, etc.) progresses, and it is known that the life is significantly shortened. The first temperature T1 varies depending on the configuration and characteristics of the battery 320, etc. Specifically, for example, it is 37, 38, 39, 40, 41, 42, 43 degrees, and it may also be within the range between any two of the values exemplified here. For example, the first temperature T1 is a value of 37 degrees or more and 43 degrees or less. In the embodiment, the first temperature T1 can be defined as the temperature at which the deterioration of the battery progresses when the battery is charged. (2) Regarding the overheating effect of the battery 320, special attention is required especially when the battery 320 is discharging. In the case of a lithium-ion battery, for example, when the temperature exceeds the second temperature which is the threshold temperature, it is known that the battery 320 overheats, which is not preferable. The second temperature varies depending on the configuration and characteristics of the battery 320, etc. Specifically, for example, it is 57, 58, 59, 60, 61, 62, 63 degrees, and it may also be within the range between any two of the values exemplified here. For example, the second temperature T2 is a value of 57 degrees or more and 63 degrees or less. In the embodiment, the second temperature T2 is higher than the first temperature T1, and can be defined as the temperature at which the battery 320 is in an overheated state when the battery 320 discharges.

[0025] In the embodiment, the timing to start charging the battery 320 is determined using the first temperature T1 and the second temperature T2. The timing to start charging will be explained in detail later in "3. Operation of the charging control system 1."

[0026] 1.3. Power Receiving Unit 10 and Charging Device 30 The power receiving unit 10 is configured to receive high-voltage electricity transmitted from, for example, high-voltage equipment, and to step down the received power and supply it to the charging device 30. In the embodiment, the charging control system 1 is described as including the power receiving unit 10, but this is optional. The charging device 30 is configured to be electrically connectable to the battery 320 of the battery unit 300 of the flying object 100 so that the battery 320 is charged.

[0027] 1.4. Cooling Device 20 The cooling device 20 has a function of cooling the batteries 320 of the battery unit 300 mounted on the aircraft 100. The cooling device 20 is capable of forming a cooling circuit C2 between the cooling device 20 and the aircraft 100. This cooling circuit C2 is formed by the first flow path 311 of the cooler 310, connecting pipes p1 to p4, and the heat medium tank 24A (an example of a second flow path) of the heat exchanger 24. The cooling device 20 has a compressor 21, a heat exchanger 22, a throttle device 23, the heat exchanger 24, a blower 25, and connecting pipes p1 to p4.

[0028] The compressor 21 draws in a refrigerant, compresses the drawn refrigerant, and discharges the refrigerant. The compressor 21 is, for example, an inverter compressor whose capacity can be changed by an inverter.

[0029] The heat exchanger 22 is a heat source-side heat exchanger that exchanges heat between air and a refrigerant, and functions as a radiator (condenser) in this embodiment. The heat exchanger 22 can be configured, for example, as a fin-tube heat exchanger. The fin-tube heat exchanger is configured, for example, by arranging a plurality of heat radiating plates (fins) in parallel and connecting the heat radiating plates to heat transfer tubes through which a refrigerant can flow.

[0030] The expansion device 23 has a function of reducing the pressure of the refrigerant and expanding it, and the expansion device 23 can be configured, for example, by an electronic expansion valve.

[0031] The heat exchanger 24 is a heat exchanger that cools the heat medium by exchanging heat between the refrigerant and the heat medium. In this embodiment, the heat exchanger 24 has a heat medium tank 24A (an example of a second flow path) through which the heat medium flows and a heat transfer tube 24B arranged to pass through the heat medium tank 24A. The heat medium tank 24A is a tank configured to store the heat medium. Here, the heat transfer tube 24B is a pipe configured to allow the refrigerant to flow and is connected to the expansion device 23 and the suction section of the compressor 21. As the heat transfer tube 24B passes through the heat medium tank 24A, the heat medium stored in the heat medium tank 24A is cooled by the refrigerant flowing through the heat transfer tube 24B. The configuration of the heat exchanger 24 is not particularly limited as long as it can exchange heat between the refrigerant and the heat medium, and may be, for example, a fin-tube heat exchanger. In this case, the heat medium tank 24A can be configured with a heat transfer tube.

[0032] The blower 25 is attached to the heat exchanger 22 and has the function of promoting condensation of the refrigerant passing through the heat transfer tubes of the heat exchanger 22.

[0033] The connecting pipes p1 to p4 are configured so that the heat medium circulates through the heat exchanger 24 and the cooler 310. The connecting pipe p1 connects the heat medium outlet of the heat exchanger 24 to the suction side of the pump 26. The connecting pipe p2 connects the discharge side of the pump 26 and the flow path switching unit 28. The connecting pipe p3 connects the flow path switching unit 28 and the inlet unit 301. The connecting pipe p4 connects the outlet 302 and the inlet of the heat exchanger 24 for the heat medium. The configuration of the connecting pipes p1 to p4 is merely an example, and the configuration can be changed, for example, by changing the position of the pump 26. In other words, in the embodiment, the configuration of the connecting pipes is not particularly limited as long as the heat medium can be circulated in the cooling circuit C2.

[0034] 1.4. Regarding the pump 26, the gas supply unit 27, and the flow path switching unit 28 The pump 26 is connected to the cooling circuit C2 and is configured to convey the heat medium. When the pump 26 is driven, the heat medium in the heat medium tank 24A is conveyed to the cooler 310. Also, the pump 26 is provided in the cooling circuit C2 independently of the aircraft 100. In other words, the pump 26 is not mounted on the aircraft 100 and is arranged at a desired position such as on the ground. Since the pump 26 is not mounted on the aircraft 100, the aircraft 100 is lightweight, the flight distance of the aircraft 100 can be extended, and thus the operation rate can be improved.

[0035] The gas supply unit 27 is connected to the cooling circuit C2 and has a function of replacing the heat medium remaining in the cooler 310 with gas. In the embodiment, the gas supply unit 27 is configured to be able to supply, for example, air to the cooler.

[0036] The flow path switching unit 28 is connected to the cooling circuit C2 and has a function of switching the flow path of the cooling circuit C2. The flow path switching unit 28 is configured to be selectively switchable between a first flow path state in which a heat medium circulates between the heat exchanger 24 and the cooler 310 and a second flow path state in which air is supplied from the gas supply unit 27 to the cooler 310. In the embodiment, the case where the flow path switching unit 28 is a three-way valve is shown as an example, but it is not limited to the three-way valve, and the configuration can be appropriately changed according to the configuration of the cooling circuit C2.

[0037] 1.5. Explanation of the control device 40 FIG. 4 is a block diagram showing the hardware configuration of the control device 40. The control device 40 is configured to be able to control the charging device 30 and the cooling device 20, and is configured to execute charging control. Also, the control device 40 is configured to be able to execute discharge control for discharging the heat medium, which is a liquid, from the first flow path 311. (⇒ Added However, when the cooling device 20 is operated manually or by an ON / OFF device provided in the cooling device, the control device 40 may control only the charging device 30)

[0038] The control device 40 includes a communication unit 41, a storage unit 42, a control unit 43, and an input unit 44, and these components are electrically connected via a communication bus 45 inside the control device 40. Each component will be further described below.

[0039] Although the communication unit 41 preferably uses wired communication means such as USB, IEEE1394, Thunderbolt (registered trademark), and wired LAN network communication, it may also include wireless LAN network communication, mobile communication such as 3G / LTE / 5G, Bluetooth (registered trademark) communication, etc. as needed. That is, it is more preferably implemented as a collection of these multiple communication means. That is, the control device 40 may communicate various information from the outside via the communication unit 41 and the communication network. The communication unit 41 is configured to be communicable with the flight control device 200 mounted on the aircraft 100. The control device 40 can acquire the data of the temperature sensor 330 (data related to the temperature of the battery 320) via the flight control device 200. Note that the control device 40 may be configured to acquire this data wiredly or wirelessly without going through the flight control device 200. The control device 40 can acquire the charge amount of the battery 320 via the charging device 30. Note that the control device 40 may also acquire the charge amount of the battery 320 via the flight control device 200.

[0040] The storage unit 42 can be implemented, for example, as a storage device such as a solid state drive (SSD) that stores various programs executed by the control unit 43, or as a memory such as a random access memory (RAM) that stores temporarily necessary information (arguments, arrays, etc.) related to the calculation of the program. The storage unit 42 stores various programs, variables, etc. related to the charge control system 1 executed by the control unit 43.

[0041] The control unit 43 processes and controls the overall operations related to the charging control system 1. The control unit 43 is, for example, a central processing unit (CPU) not shown. The control unit 43 realizes various functions related to the charging control system 1 by reading out predetermined programs stored in the storage unit 42. That is, information processing by software stored in the storage unit 42 is specifically realized by the control unit 43, which is an example of hardware, and can be executed as each functional unit included in the control unit 43. These will be described in more detail in the next section. Note that the control unit 43 is not limited to being single, and multiple control units 43 may be provided for each function. A combination of these may also be used. That is, the control unit 43 is an example of a processor capable of executing a program to execute each step described below.

[0042] The input unit 44 accepts operation inputs made by the user. The inputs are transferred as command signals to the control unit 43 via the communication bus 45, and the control unit 43 can execute predetermined controls and calculations as necessary. The input unit 44 can be a touch panel, switch buttons, a mouse, a QWERTY keyboard, or the like.

[0043] The control device 40 may be a computer on which a general-purpose OS is installed, or may be a dedicated device equipped with dedicated circuits for signal processing.

[0044] 2. Functional configuration This section describes the functional configuration of this embodiment. As described above, information processing by software stored in the storage unit 42 is specifically realized by the control unit 43, which is an example of hardware, and each functional unit included in the control unit 43 can be executed.

[0045] FIG. 5 is a block diagram showing functions realized by a control unit 43 and the like in the control device 40 according to the present embodiment. Specifically, the control device 40 includes, as each functional unit, a charge control unit 431, a cooling control unit 432, a discharge control unit 433, a reception unit 434, an output unit 435, and a reading unit 436.

[0046] The charge control unit 431 controls the charging device 30 so that the battery 320 of the battery unit 300 is charged. The charge control unit 431 can control, for example, the charging voltage and charging current supplied to the battery 320.

[0047] The cooling control unit 432 controls the cooling device 20 (the rotation speed of the compressor 21, the opening degree of the throttle device 23, the rotation speed of the fan of the blower 25, etc.), the pump 26, the gas supply unit 27, and the flow path switching unit 28.

[0048] The reception unit 434 is configured to receive various information from the outside. The reception unit 434 receives, for example, data from the temperature sensor 330 (data related to the temperature of the battery 320).

[0049] The output unit 435 is configured to output various information (for example, control signals for the charging device 30, the cooling device 20, the pump 26, the gas supply unit 27, and the flow path switching unit 28, etc.).

[0050] The reading unit 436 is configured to read various information stored in the storage unit 42 by writing it into the cache memory of the storage unit 42.

[0051] 3. Operation of the Charging Control System 1 An example of preferable information processing executed in the charging control system 1 of the embodiment will be described.

[0052] FIG. 6 is an activity diagram showing an example of information processing according to the embodiment. FIG. 7 shows (a) an example of a battery temperature profile of the charging control system 1 according to the embodiment, and (b) an example of a battery temperature profile according to a comparative example. Hereinafter, the description will continue with reference to FIGS. 6 and 7.

[0053] The charging control system 1 includes at least one processor (for example, the control unit 43) capable of executing a program so that each step described later is performed. Further, the information processing method executed by the charging control system 1 includes each step of the program.

[0054] When an operator executes the application of the charging control system 1 according to the embodiment, the reading unit 436 reads the program from the storage unit 42, and various processes (activities) described later are executed.

[0055] In an example of the operation described here, before the following activities are performed, the aircraft 100 lands on the landing ground 101 for charging, and the connecting pipe p3 is connected to the inlet portion 301 of the battery unit 300, and the connecting pipe p4 is connected to the outlet portion 302 of the battery unit 300.

[0056] (Activity A001) In Activity A001, the cooling control unit 432 drives the refrigerant circuit C1. That is, the cooling control unit 432 controls the compressor 21, the throttling device 23, and the blower 25 to circulate the refrigerant in the refrigerant circuit C1. Further, the cooling control unit 432 drives the pump 26 to circulate the heat medium in the cooling circuit C2. The heat medium in the heat medium tank 24A is cooled by the refrigerant flowing through the heat transfer pipe 24B and flows out of the heat medium tank 24A by the action of the pump 26. The temperature of the battery 320 decreases from the initial temperature (see point P1) as shown in FIG. 7(a).

[0057] Specifically, the temperature of the heat medium flowing out of the heat medium tank 24A is, for example, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30 degrees, and may be within the range between any two of the numerical values exemplified here.

[0058] (Activity A002) In Activity A002, the cooling control unit 432 determines whether or not the conditions for starting charging are satisfied. Specifically, the cooling control unit 432 acquires the temperature of the battery 320 based on the data from the temperature sensor 330. Then, the cooling control unit 432 determines whether or not the temperature of the battery 320 is a predetermined charging start temperature. Here, in an example of the embodiment, the charging start temperature is equal to or higher than the first temperature T1 and equal to or lower than the second temperature T2. Note that the charging start temperature corresponds to point P2 in FIG. 7(a).

[0059] Also, the charging start temperature can be defined as being near the first temperature T1 (for example, within a range of ±α degrees with respect to the first temperature T1). Here, specifically, the value of α is, for example, 0, 0.5, 1.0, 1.5, 2.0, 2.5, 3.0. The temperatures on the plus side and the minus side may be different.

[0060] (Activity A003) In Activity A003, the control device 40 (the charging control unit 431 and the cooling control unit 432) executes charging control. The charging control starts when the temperature of the battery 320 reaches a predetermined charging start temperature. In the charging control, while circulating a heat medium through the cooling circuit C2 to cool the battery 320, the charging device !30 is controlled to charge the battery 320. In the charging control, the charging control unit 431 controls the charging device 30, and the cooling control unit 432 controls the refrigerant circuit C1 and the cooling circuit C2.

[0061] When the charging control is started, as shown at points P2 and P3 in FIG. 7(a), the temperature of the battery 320 rises due to charging. Note that, for example, depending on the power supply situation to the battery 320 and the temperature of the heat medium, the temperature of the battery 320 may not rise but may fall, but a temperature rising profile is shown for convenience as an example.

[0062] In this Activity A003, in charge control, for example, when the voltage of the battery 320 is less than the threshold voltage, constant current charge control is executed, and when the voltage of the battery 320 reaches the threshold voltage, constant voltage charge control is executed. That is, since there is a concern that the voltage of the battery 320 may become too high, the control is shifted from constant current charge control to constant voltage charge control. In addition, in constant current charge control, the charging device 30 is controlled so that the supply current of the charging device 30 falls within a predetermined current range. In constant voltage charge control, the charging device 30 is controlled so that the supply voltage of the charging device 30 falls within a predetermined voltage range. Note that, in the embodiment, the description is made assuming that constant current charge control and constant voltage charge control are implemented, but it is not limited thereto. For example, the duty ratio may be adjusted regarding the power supply to the battery 320.

[0063] (Activity A004) In Activity A004, the charge control unit 431 determines whether or not the end condition of the charge control is satisfied, and if it is determined that the end condition is satisfied, the charge control is stopped. Specifically, the charge control unit 431 acquires the charge amount of the battery 320 via the charging device 30. Then, when the charge amount of the battery 320 is greater than a predetermined threshold value, the charge control unit 431 ends the charge control. As a result, the power supply from the charging device 30 to the battery 320 stops. The predetermined threshold value is, for example, β(%) with respect to the maximum charge amount of the battery 320. Here, the value of β is specifically, for example, 70, 75, 80, 85, 90, 95, 100, and it may be within the range between any two of the numerical values exemplified here.

[0064] Note that the end point of the charge control corresponds to point P3 in (a) of FIG. 7. Also, in the embodiment, from point P2 to point P3, the temperature of the battery 320 is always equal to or higher than the first temperature T1 and equal to or lower than the second temperature T2, but it is not limited thereto, and it may be lower than the first temperature T1.

[0065] (Activity A005) In Activity A005, the cooling control unit 432 determines whether or not the conditions for the end of cooling are satisfied. In other words, the cooling control unit 432 determines whether or not the temperature of the battery 320 is the predetermined operable temperature T3. Specifically, for example, the operable temperature T3 is 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, or 25 degrees, and may be within the range between any two of the values exemplified here. That is, after the charging control of Activity A004 is completed, the cooling control unit 432 continues to drive the refrigerant circuit C1 and the cooling circuit C2. For this reason, the cooling of the battery 320 by the heat medium continues. Then, in this Activity A005, when the conditions for the end of cooling are satisfied, the cooling control unit 432 stops at least the operation of the pump 26. In addition, the operations of the compressor 21 and the blower 25 may be stopped. Note that the point in time when the cooling ends corresponds to point P4 in (a) of FIG. 7.

[0066] (Activity A006) In Activity A006, the discharge control unit 433 executes discharge control. In the discharge control, gas is supplied from the gas supply unit 27 to the first flow path 311 of the cooler 310, the heat medium is discharged from the first flow path 311, and the first flow path 311 is filled with gas. In other words, the heat medium (water in one example) in the cooler 310 is replaced with gas (air in one example). Specifically, the discharge control unit 433 drives the gas supply unit 27 and controls the flow path switching unit 28 to supply air to the first flow path 311 of the cooler 310. Thereby, the heat medium is discharged from the first flow path 311. The discharged heat medium may be configured to be recovered in the heat medium tank 24A of the heat exchanger 24, or alternatively, a heat medium discharge path (not shown) may be provided in the cooling circuit C2, and the heat medium may be discharged from the path.

[0067] By the discharge control unit 433 executing discharge control, a heat medium heavier than air can be discharged from the battery unit 300, and the aircraft 100 can be made lighter. As a result, the flight distance of the aircraft 100 can be extended, and thus the operation rate can be improved.

[0068] (Activity A007) In Activity A006, the discharge control unit 433 determines whether or not the conditions for the end of discharge control are satisfied. The conditions for the end of discharge control may be, for example, that a predetermined time has elapsed since the start of driving of the gas supply unit 27, or that the supply pressure of the gas has decreased to a predetermined value due to the progress of the discharge of the heat medium.

[0069] When Activity A007 is completed, the operator removes the connecting pipe p3 from the inlet portion 301 of the battery unit 300 and removes the connecting pipe p4 from the outlet portion 302 of the battery unit 300.

[0070] 4. Improvement of the operation rate of the aircraft 100 As in the embodiment, there are aircraft that are powered for flight from a battery. For example, when the remaining battery level of the aircraft decreases, the battery is charged. Depending on the flight conditions of the aircraft, the temperature of the aircraft's battery may be high. For example, in view of safety and the like, it may not be preferable to start charging immediately after arriving at the landing site (charging base). However, if the operator checks each time that the temperature of the aircraft's battery has dropped and then starts charging, there is a concern that the efficiency is poor and the operation rate of the aircraft decreases. In contrast, in the embodiment, since the control device 40 is automatically started when the temperature of the battery 320 reaches a predetermined charging start temperature, the operator does not need to check each time that the temperature of the aircraft's battery has dropped, and it is possible to improve the operation rate of the aircraft 100.

[0071] Further, in the embodiment, the charging start temperature of the battery 320 is equal to or higher than the first temperature T1 and equal to or lower than the second temperature T2. That is, in the embodiment, the charging start temperature may include the temperature at which the deterioration of the battery 320 progresses. However, since a large difference can be ensured between the temperature of the battery 320 and the temperature of the heat medium (for example, 5 degrees), the cooling effect of the battery 320 can be increased, the charging time can be shortened, and the operating rate of the aircraft 100 can be improved.

[0072] For example, as in the comparative example shown in FIG. 7(b), a method of setting the charging start temperature to less than the first temperature T1 so that the temperature of the battery 320 does not exceed the first temperature T1 during charging can also be considered. In this method, certainly, the deterioration of the battery 320 can be suppressed. However, from the viewpoint that the degree of deterioration of the battery 320 is not so large even by charging in a state exceeding the first temperature T1 and it does not pose a practical problem, and the viewpoint of attaching more importance to the operating rate even if the deterioration is large, are also assumed. If charging and cooling are performed as in the temperature profile of the comparative example shown in FIG. 7(b), it is difficult to ensure a difference between the temperature of the battery 320 and the temperature of the heat medium (for example, 5 degrees), the cooling effect decreases, the total time of charging and cooling becomes longer, and the operating rate of the aircraft 100 decreases. In the embodiment, it is possible to ensure this temperature difference, enhance the cooling effect, and as a result, shorten the time for charging and the like, and avoid a decrease in the operating rate of the aircraft 100.

[0073] 5. Modification 5.1. Modification 1: Constant-temperature charging In the embodiment, in the charging control, it has been described as being controlled so that the supply current and the supply voltage become constant, but it is not limited thereto. FIG. 8 is an example of the temperature profile of the battery of the charging control system 1 according to Modification 1 of the embodiment. As in this Modification 1, in the charging control, the charging device 30 may be controlled so that the temperature of the battery 320 falls within a predetermined charging temperature range.

[0074] The charging temperature range in Modification 1 includes a predetermined temperature. In this modification 1, the predetermined temperature is the first temperature T1 described in the embodiment. Note that the predetermined temperature may be other than the first temperature T1, specifically, for example, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, or 45 degrees, or may be within a range between any two of the values exemplified here. In addition, the difference between the upper limit (degrees) and the lower limit (degrees) of the charging temperature range may be, for example, 0, 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, 0.7, 0.8, 0.9, 1.0, 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, or 2.0, and may be within a range between any two of the values exemplified here.

[0075] In the first modification, the control device 40 (charging control section 431) performs constant temperature charging as charging control, and is able to suppress deterioration of the battery 320. That is, the control device 40 (charging control section 431) keeps the temperature of the battery 320 within a narrow range called the charging temperature range while the battery 320 is being charged. Here, since the charging temperature range is a temperature range located near the first temperature T1, the temperature of the battery 320 does not significantly exceed the first temperature T1, making it easier to suppress the deterioration of the battery 320. Furthermore, because the charging temperature range is a temperature range located near the first temperature T1, a larger difference between the temperature of the battery 320 and the temperature of the heat medium can be ensured than in the comparative example of Fig. 7(b), improving the cooling effect. In other words, in Modification 1, the cooling effect can be improved while suppressing the progression of deterioration of the battery 320.

[0076] 5.2. Variation 2: Temperature Used to Determine the Start of Charging Control In the embodiment, the control device 40 acquires data on the temperature of the battery 320 from the temperature sensor 330 mounted on the aircraft 100, but this is not limiting. For example, a temperature sensor may be disposed in the connecting pipe p4, and the timing to start charging may be determined based on the temperature data from this temperature sensor. In this case, the temperature of the battery 320 is estimated from the connecting pipe p4 (the temperature of the heat medium flowing through the connecting pipe p4). For this reason, the control device 40 preferably has a table or the like that associates the actual temperature of the battery 320 with the temperature of the connecting pipe p4. This allows the control device 40 to acquire the temperature of the battery 320 based on this temperature sensor and table.

[0077] 5.3. Variation 3: Starting or Stopping Each Activity In the embodiment, the control device 40 monitors whether the temperature of the battery 320 is at a predetermined charge start temperature, and when the temperature reaches the charge start temperature, charge control is automatically started, but this is not limited to this. For example, the charge control system 1 may further include an alarm unit that indicates when the charge start temperature has been reached, and when the battery 320 reaches the charge start temperature, the alarm unit may be activated to notify an operator of this, and the operator may operate the input unit 44 to start charge control. In addition, although an operator will need to check each time, the charging control system 1 may not have an alarm unit, and the operator may check the temperature of the battery 320 and, when it reaches the charging start temperature, start charging control by operating the input unit 44.

[0078] In the embodiment, the cooling control unit 432 has been described as terminating the charging control when the charge level of the battery 320 is greater than a predetermined threshold, but this is not limited thereto. The charging control system 1 may further include a display unit that notifies an operator of the charge level of the battery 320, and the operator may terminate the charging control by operating the input unit 44. In other words, the operator may terminate the charging control at any charge level.

[0079] In the embodiment, it has been described that the emission control unit 433 determines whether or not the conditions for the end of emission control are satisfied and automatically stops the emission control, but it is not limited thereto. The operator may stop the emission control by operating the input unit 44.

[0080] Furthermore, it may be provided in each of the aspects described below.

[0081] (1) A battery charging control system mounted on an aircraft, comprising a charging device, a cooling device, and a control device, wherein the aircraft has a battery unit, and the battery unit has the battery that serves as the power for the flight of the aircraft and a cooler having a first flow path through which a heat medium flows. The charging device is configured to be electrically connectable to the battery so that the battery is charged. The cooling device has a heat exchanger and a connecting pipe, and can form a cooling circuit with the aircraft. The heat exchanger has a second flow path through which the heat medium flows. The connecting pipe is configured such that the heat medium circulates through the heat exchanger and the cooler. The cooling circuit is formed by the first flow path of the cooler, the connecting pipe, and the second flow path of the heat exchanger. The control device is configured to execute charging control. The charging control is started when the temperature of the battery reaches a predetermined charging start temperature, and in the charging control, the charging device is controlled to charge the battery while circulating the heat medium through the cooling circuit to cool the battery.

[0082] (2) The charging control system according to (1) above, wherein the charging start temperature is equal to or higher than a first temperature, or is near the first temperature, and the first temperature is a temperature at which the deterioration of the battery progresses when the battery is charged.

[0083] (3) The charging control system according to (2) above, wherein the first temperature is a value of 37 degrees or higher and 43 degrees or lower.

[0084] (4) In the charging control system according to (2) or (3) above, the charging start temperature is equal to or higher than the first temperature and equal to or lower than the second temperature, the second temperature is higher than the first temperature, and is the temperature at which the battery becomes overheated when the battery discharges. Charging control system.

[0085] (5) In the charging control system according to (4) above, the second temperature is a value of 57 degrees or higher and 63 degrees or lower. Charging control system.

[0086] (6) In the charging control system according to any one of (1) to (5) above, in the charging control, the charging device is controlled so that the temperature of the battery falls within a predetermined charging temperature range. Charging control system.

[0087] (7) In the charging control system according to any one of (1) to (5) above, in the charging control, when the voltage of the battery is less than the threshold voltage, constant current charging control is executed, and when the voltage of the battery reaches the threshold voltage, constant voltage charging control is executed. In the constant current charging control, the charging device is controlled so that the supply current of the charging device falls within a predetermined current range, and in the constant voltage charging control, the charging device is controlled so that the supply voltage of the charging device falls within a predetermined voltage range. Charging control system.

[0088] (8) In the charging control system according to any one of (1) to (7) above, further comprising a pump, the pump is configured to convey the heat medium and is provided in the cooling circuit independently of the aircraft. Charging control system.

[0089] (9) In the charging control system according to (8) above, further comprising a gas supply unit, the gas supply unit is connected to the cooling circuit, and the control device is configured to be capable of executing discharge control for discharging the heat medium, which is a liquid, from the first flow path. In the discharge control, gas is supplied from the gas supply unit to the first flow path, the heat medium is discharged from the first flow path, and the first flow path is filled with the gas. Charging control system. Of course, this is not all-inclusive.

[0090] Finally, although various embodiments of the present invention have been described, these are presented as examples and are not intended to limit the scope of the invention. The novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. Such embodiments and their modifications are included in the scope and gist of the invention and are within the scope of the invention described in the claims and its equivalents.

Explanation of Reference Numerals

[0091] 1: Charging control system 10: Power receiving unit 20: Cooling device 21: Compressor 22: Heat exchanger 23: Throttling device 24: Heat exchanger 24A: Heat medium tank 24B: Heat transfer pipe 25: Blower 26: Pump 27: Gas supply unit 28: Flow path switching unit 30: Charging device 40: Control device 41: Communication unit 42: Storage unit 43: Control unit 44: Input unit 45: Communication bus 100: Aircraft 101: Landing site 120: Body 130: Arm 140: Propeller 141: Rotor 142: Blade 200: Flight control device 300: Battery unit 301: Inlet portion 302: Outlet portion 310: Cooler 311: First flow path 320: Battery 330: Temperature sensor 431: Charge control unit 432: Cooling control unit 433: Discharge control unit 434: Reception unit 435: Output unit 436: Reading unit C1: Refrigerant circuit C2: Cooling circuit OS: General purpose T1: First temperature T2: Second temperature T3: Operational start possible temperature p1: Connecting pipe p2: Connecting pipe p3: Connecting pipe p4: Connecting pipe

Claims

1. A battery charging control system mounted on an aircraft, comprising: a charging device, a cooling device, and a control device, wherein the aircraft has a battery unit, the battery unit includes the battery that provides power for the flight of the aircraft and a cooler having a first flow path through which a heat medium flows, the charging device is configured to be electrically connectable to the battery so that the battery can be charged, the cooling device includes a heat exchanger and a connecting pipe, and is capable of forming a cooling circuit with the aircraft, the heat exchanger has a second flow path through which the heat medium flows, the connecting pipe is configured such that the heat medium circulates through the heat exchanger and the cooler, the cooling circuit is formed by the first flow path of the cooler, the connecting pipe, and the second flow path of the heat exchanger, the control device is configured to execute charging control, the charging control is started when the temperature of the battery reaches a predetermined charging start temperature, and in the charging control, while circulating the heat medium through the cooling circuit to cool the battery, the charging device is controlled to charge the battery.

2. In the charging control system according to Claim 1, the charging start temperature is equal to or higher than a first temperature, or is near the first temperature, wherein the first temperature is a temperature at which the degradation of the battery progresses when the battery is charged.

3. In the charging control system according to Claim 2, the first temperature is a value of 37 degrees or higher and 43 degrees or lower.

4. In the charging control system according to Claim 2, the charging start temperature is equal to or higher than the first temperature and equal to or lower than a second temperature, wherein the second temperature is higher than the first temperature and is a temperature at which the battery becomes overheated when the battery discharges.

5. In the charging control system according to Claim 4, the second temperature is a value of 57 degrees or higher and 63 degrees or lower.

6. In the charging control system according to Claim 1, in the charging control, the charging device is controlled so that the temperature of the battery remains within a predetermined charging temperature range.

7. In the charging control system according to Claim 1, In the charging control, when the voltage of the battery is less than the threshold voltage, constant current charging control is executed. When the voltage of the battery reaches the threshold voltage, constant voltage charging control is executed. In the constant current charging control, the charging device is controlled so that the supply current of the charging device falls within a predetermined current range. In the constant voltage charging control, the charging device is controlled so that the supply voltage of the charging device falls within a predetermined voltage range. A charging control system.

8. In the charging control system according to claim 1, further comprising a pump, the pump is configured to convey the heat medium and is provided in the cooling circuit independently of the flying object. A charging control system.

9. In the charging control system according to claim 8, further comprising a gas supply unit, the gas supply unit is connected to the cooling circuit, the control device is configured to be capable of executing discharge control for discharging the heat medium, which is a liquid, from the first flow path. In the discharge control, gas is supplied from the gas supply unit to the first flow path, the heat medium is discharged from the first flow path, and the first flow path is filled with the gas. A charging control system.

Images