Temperature control system, temperature control method, and aircraft

Abstract

To control temperature of a battery at the time of losing an external power source.SOLUTION: A temperature control system 70 in an aircraft 100 flying using electric power generated by an engine 44 or electric power charged in a battery 32 comprises: a battery which starts an engine and store electric power for flight; a temperature adjustment device 71 which heats or cools the battery through at least the electric power charged in the battery and electric power supply from an external power source 111; and a control part 91 which detects whether the electric power supply from the external power source exists or not to control the temperature adjustment device to heat or cool, when the electric power supply from the external power source exists, the battery using the electric power supply from the external power source, or to control the temperature adjustment device to heat or cool, when the electric power supply from the external power source does not exist, the battery using the electric power charged in the battery. Even in a case that the electric power supply from the external power source is lost, temperature of the battery and charged state thereof available for starting the engine and flight can be kept.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a temperature control system, a temperature control method, and an aircraft. [Background technology]

[0002] Conventionally, vertical take-off and landing aircraft (VTOL aircraft, or simply aircraft) have been known that take off and land by ascending and descending vertically using multiple VTOL rotors located on the left and right sides of the fuselage, and fly horizontally using a cruise rotor located at the rear of the fuselage. In such aircraft, a power generation device uses an engine to generate electricity, which is charged into a battery, and the multiple rotors are operated using the electricity charged in the battery to fly. Here, the warmer the battery, the higher its performance, but if it is excessively warm, it tends to deteriorate. Therefore, the aircraft described in Patent Document 1 is equipped with a temperature control system that maintains the battery temperature within a desired temperature range while parked. Patent Document 1: U.S. Patent Application Publication No. 2021 / 370786 Summary of the Invention [Problem to be solved by the invention]

[0003] However, because the battery stores more than the minimum amount of power required to operate the rotor and fly the aircraft (flight charge amount), and because the higher the temperature, the greater the amount of power it can output, the battery must be heated to a temperature at which the flight charge amount can be output (flight temperature). Furthermore, when starting the engine using the power stored in the battery, the battery must store more than the minimum amount of power required to start the engine (start charge amount) and be heated to a temperature at which the start charge amount can be output (start temperature). While the battery temperature can be maintained by heating or keeping it warm using power supplied from a low-voltage external power source while the aircraft is parked, in an abnormal situation where the power supply from the external power source is stopped due to a power outage or other reason, the battery cannot be heated or kept warm, which could affect the flight plan. [Means for solving the problem]

[0004] In a first aspect of the present invention, there is provided a temperature control system for controlling the temperature of an internal power supply in an aircraft that flies using power generated by an engine or power charged to an internal power supply, the temperature control system comprising: an internal power supply that stores power for starting the engine and flying; a temperature adjustment unit that adjusts the temperature of the internal power supply by heating, cooling, or keeping the internal power supply warm using at least the power charged to the internal power supply and power supplied from an external power supply; and a control unit that detects whether or not power is being supplied from the external power supply, and if power is being supplied from the external power supply, controls the temperature adjustment unit to adjust the temperature of the internal power supply using the power supplied from the external power supply, and if power is not being supplied from the external power supply, controls the temperature adjustment unit based on the temperature state and charging state of the internal power supply to adjust the temperature of the internal power supply using the charge of the internal power supply.

[0005] In a second aspect of the present invention, there is provided an aircraft comprising the temperature control system of the first aspect.

[0006] In a third aspect of the present invention, there is provided a temperature control method for controlling the temperature of an internal power supply in an aircraft that flies using power generated by an engine or power charged in an internal power supply, the temperature control method comprising: a step of detecting whether or not power is being supplied from an external power supply; a step of, when power is being supplied from the external power supply, using the power supplied from the external power supply to start the engine and heat, cool, or keep warm an internal power supply that stores power for flight; and a step of, when power is not being supplied from the external power supply, using the charging of the internal power supply based on the temperature state and charging state of the internal power supply to heat, cool, or keep warm the internal power supply.

[0007] The above summary of the invention does not list all of the features of the present invention, and subcombinations of these features may also be inventions. [Brief explanation of the drawings]

[0008] [Figure 1] 1 shows a configuration of an aircraft according to this embodiment as viewed from above. [Figure 2] The configuration of the high voltage system and the communication system are shown. [Figure 3] 1 shows the functional configuration of a temperature control system and a control system according to the present embodiment. [Figure 4] 3 shows a flow of a temperature control method according to the present embodiment. [Figure 5] An example of battery temperature control (normal operation) is shown. [Figure 6] 10 shows an example of battery temperature control (in the event of a first abnormality). [Figure 7] 10 shows an example of battery temperature control (at the time of a second abnormality). DETAILED DESCRIPTION OF THE INVENTION

[0009] The present invention will be described below through embodiments of the invention, but the following embodiments do not limit the scope of the invention according to the claims. Furthermore, not all of the combinations of features described in the embodiments are necessarily essential to the solution of the invention.

[0010] In this specification, the terms "equal to or greater than" and "exceed" may be read interchangeably. The terms "equal to or less than" and "less than" may be read interchangeably.

[0011] 1 shows a top view of the configuration of an aircraft 100 according to this embodiment. The aircraft 100 is a vertical take-off and landing aircraft that has rotors with electric motors as drive sources, and that takes off and lands vertically using a take-off and landing rotor (also called a VTOL rotor) 20 to generate thrust, and flies horizontally using a cruising rotor (also called a cruise rotor) 29 to generate thrust, and is also a hybrid aircraft that can operate the electric motor using power generated by a power generation device 40a (engine 44 and motor generator 42) and power charged in a battery 32, and can charge the battery 32 using the engine 44.

[0012] The aircraft 100 of this embodiment is configured to maintain the temperature and state of charge (SOC) of the internal power source at the time of departure so that the engines can be started and the aircraft can fly, even if power supply from an external power source is stopped, and is equipped with a fuselage 12, a front wing 14, a rear wing 16, two booms 18, eight VTOL rotors 20, two cruise rotors 29, a cooling system 60, a temperature control system 70, a high-voltage system 40, a communication system 49, and a control system 99.

[0013] The fuselage 12 is a structure that provides space for crew and passengers and for carrying cargo, etc., and also houses devices such as the battery 32, motor-generator 42, and engine 44. The fuselage 12 is symmetrical with respect to the central axis L, extends in a longitudinal direction parallel to the central axis L, and is narrow in a transverse direction perpendicular to the central axis L in a horizontal plane. Here, the direction parallel to the central axis L is referred to as the longitudinal direction, the left and right sides of the drawing are referred to as the forward (F) and rearward (B), respectively, the direction perpendicular to the central axis L in the horizontal plane is referred to as the width direction (or transverse direction), and the top and bottom sides of the drawing are referred to as the right (R) and left (L), respectively. The vertical direction is perpendicular to the longitudinal direction and the width direction, and the upward and downward vertical directions are also referred to as the upward (U) and downward (L), respectively. The fuselage 12 has a rounded front end in a top view and a rear end that is somewhat tapered relative to the fuselage and parallel to the width direction.

[0014] The fore wings 14 extend laterally from the fuselage 12 and are wing bodies that generate lift during cruising, i.e., by moving forward, and function as canards for the aircraft 100. The fore wings 14 have a V-shape with two wing bodies extending from the center to the left and right front, respectively, and are fixed at the center to the upper part of the front body section of the fuselage 12 with the opening of the V-shape facing forward. The fore wings 14 include elevators 14a arranged on each of the double tracks of the two wing bodies.

[0015] The rear wings 16 extend laterally from the fuselage 12 and are wing bodies that generate lift during cruising, i.e., by moving forward, and function as swept-back wings that reduce air resistance. The rear wings 16 have a V-shape with two wing bodies extending from the center to the left rear and right rear, respectively, and are fixed at the center to the upper part of the rear end of the fuselage 12 via a pylon 16c, with the opening of the V-shape facing rearward. The rear wings 16 include elevons 16a arranged on the double tracks of each of the two wing bodies and vertical tails 16b arranged at the wing tips.

[0016] Here, the wing area of ​​the rear wing 16 is larger than that of the front wing 14, and the wingspan of the rear wing 16 is longer than that of the front wing. As a result, the lift generated by the rear wing 16 as it moves forward is larger than the lift generated by the front wing 14, and the rear wing 16 functions as the main wing of the aircraft 100. Note that the wing area, length, etc. of the front wing 14 and the rear wing 16 may be determined based on the balance of the lift generated by each, the position of the center of gravity, the attitude of the aircraft during cruising, etc.

[0017] The two booms 18 are structures supported by the front wings 14 and rear wings 16 at a distance from the fuselage 12 on the left and right, respectively, and function to support or store the components of the VTOL rotor 20 and the cooling system 60. The two booms 18 have a cylindrical shape extending in the fore-and-aft direction in a top view, and have an airfoil-like cross-sectional shape with a rounded upper side and a tapered lower side in a front view, and are arranged in pairs symmetrically with respect to the fuselage 12 (i.e., the central axis L). The two booms 18 may also be formed to extend in the fore-and-aft direction and curve in an arc in the width direction. The two booms 18 have their front ends positioned forward of the front wings 14 and supported on the tips of the front wings 14 at the front fuselage (between the two front VTOL rotors 20aL, 20bL and between the two front VTOL rotors 20aR, 20bR), and their rear ends positioned rearward of the rear wings 16 and supported on the rear fuselage (between the two rear VTOL rotors 20cL, 20dL and between the two rear VTOL rotors 20cR, 20dR).

[0018] The eight VTOL rotors 20 (20aL to 20dL, 20aR to 20dR) are supported by two booms 18 and are a propulsion system that generates vertical thrust during takeoff and landing. Of the eight VTOL rotors 20, four VTOL rotors 20aL to 20dL are supported at approximately equal intervals on the left boom 18, and the remaining four VTOL rotors 20aR to 20dR are supported at approximately equal intervals on the right boom 18. Here, of the left VTOL rotors 20aL to 20dL, the VTOL rotor 20aL is located at the forefront, the two VTOL rotors 20bL and 20cL are located at the front and rear of the left wing 14 and rear wing 16, respectively, and the VTOL rotor 20dL is located at the back. Similarly, of the right-side VTOL rotors 20aR to 20dR, the VTOL rotor 20aR is arranged at the forefront, the two VTOL rotors 20bR, 20cR are arranged in the front and rear between the front wing 14 and the rear wing 16, respectively, and the VTOL rotor 20dR is arranged at the back. Of these left-side VTOL rotors 20aL to 20dL and the four right-side VTOL rotors 20aR to 20dR, the two left and right VTOL rotors 20aL, 20aR, VTOL rotors 20bL, 20bR, VTOL rotors 20cL, 20cR, and VTOL rotors 20dL, 20dR that are positioned at the same position in the fore-and-aft direction form pairs and are controlled to rotate in opposite directions to each other.

[0019] Unless otherwise specified, each of the eight VTOL rotors 20aL to 20dL and 20aR to 20dR will be simply referred to as a VTOL rotor 20.

[0020] The VTOL rotor 20 has one or more blades 23, a motor 21, an inverter 22, and an ECU 25 (see FIGS. 2 and 3). The motor 21 and the inverter 22 are also referred to as electrical components.

[0021] The one or more blades 23 are wing-like members that are supported on the boom 18 and generate thrust in the vertical direction by rotating. In this embodiment, the number of blades 23 is two, but any number including one or three or more may be used. The one or more blades 23 are supported at a position higher than the front wing 14 and the rear wing 16. In FIG. 1, the plane of rotation of the one or more blades 23 of each VTOL rotor 20 is indicated by a two-dot chain line.

[0022] The motor 21 is an electric motor that has a rotating shaft (not shown) facing in the vertical direction and rotates the blade 23 fixed to the motor 21 via a transmission (not shown) that converts the rotation speed of the rotating shaft. The motor 21 is housed in the boom 18.

[0023] The inverter 22 is a device that receives DC power from the battery 32 via the high-voltage system 40, converts the DC power into AC power by driving (turning on / off) a switching element in accordance with a drive signal received from the ECU 25, and supplies the AC power to the motor 21, and is housed in the boom 18 together with the motor 21. The inverter 22 can control the rotational torque and rotational speed of the motor 21 by increasing or decreasing the amplitude and frequency of the AC power.

[0024] The ECU (Electronic Control Unit) 25 is a unit that controls the operation of the inverter 22 by transmitting a drive signal to the inverter 22, thereby modulating the amplitude and frequency of the AC power. In this embodiment, the ECU 25 is provided in the inverter 22. The ECU 25 is implemented by, for example, a microcontroller, and operates by receiving low-voltage DC power from the battery 32 via a low-voltage system (also referred to as a low-voltage system (LVS)), and performs control functions by executing dedicated programs stored in a memory.

[0025] The two cruise rotors 29 (29L, 29R) are supported at the aft end of the fuselage 12 and are propulsion systems that generate thrust during cruising (see FIG. 2). The cruise rotors 29L, 29R are arranged side by side on the left and right sides of the central axis L within a cylindrical duct 28 fixed to the aft end of the fuselage 12. The cruise rotors 29L, 29R are supported within the duct 28 and rotate to generate forward thrust. Each rotor includes one or more blades 23, a motor 21 with a rotating shaft oriented in the fore-and-aft direction that rotates the one or more blades 23 fixed to the tip of the motor 21 via the rotating shaft, an inverter 22 that receives DC power from a battery 32, converts it to AC power, and supplies it to the motor 21, and an ECU 25 that controls the operation of the inverter 22. The inverter 22 can control the rotational speed of the motor 21. These components are configured in the same manner as those in the VTOL rotor 20.

[0026] Unless otherwise specified, each of the two cruise rotors 29L, 29R will be simply referred to as the cruise rotor 29. Furthermore, unless otherwise specified, the VTOL rotor 20 and the cruise rotor 29 will be collectively referred to as the rotors 20, 29.

[0027] The cooling system 60 is a system that uses a radiator 61 arranged inside the boom 18 to cool the motor 21 and inverter 22 (also referred to as electrical components) that constitute the VTOL rotor 20 using a liquid cooling method. In this embodiment, one cooling system 60 is provided for one VTOL rotor 20, for a total of eight cooling systems 60, but this is not limited to this, and one cooling system 60 may be provided for a plurality (for example, two) of VTOL rotors 20. The cooling system 60 includes the radiator 61, a pump 62, and a coolant tank 63. Note that the radiator 61 and the pump 62 are connected to the motor 21 and the inverter 22 using piping for transporting the coolant, thereby forming a cooling circuit through which the coolant circulates.

[0028] The radiator 61 is a heat exchanger that cools the coolant for cooling the motor 21 and the inverter 22. Water can be used as the coolant.

[0029] The pump 62 is connected to the radiator 61 via piping, receives cooled coolant from the radiator 61, and sends it to the motor 21 and the inverter 22. Accordingly, the coolant that has been heated through the motor 21 and the inverter 22 is sent to the radiator 61 via piping.

[0030] The coolant tank 63 is a container that stores the coolant. For example, when the coolant is insufficient, the coolant is sent from the coolant tank 63 to the cooling circuit to replenish the coolant.

[0031] It should be noted that a cooling system configured similarly to cooling system 60 may be provided to cool the electrical components of cruise rotor 29 .

[0032] In the cooling system 60, the radiator 61, the pump 62, and the coolant tank 63 may be disposed inside the fuselage 12, and the radiator 61 and the pump 62 may be connected to the motor 21 and the inverter 22 by piping, and the coolant may be circulated through the piping to cool the motor 21 and the inverter 22. Furthermore, the radiator 61 and the pump 62 may be connected to the battery 32 by piping, and the coolant may be circulated through the piping to cool the battery 32.

[0033] The temperature control system 70 is a system that controls the temperature of the battery 32. The temperature control system 70 includes the battery 32, a temperature adjustment device 71, and an external power supply 111.

[0034] The battery 32 is an internal power source that stores power for starting the engine 44 and for flight. Here, the state of charge or charge amount (or charge rate) of the battery is referred to as SOC (State Of Charge). The battery 32 must store the minimum charge amount required to start the engine 44 (also referred to as startable charge amount or startable SOC), and the minimum charge amount required to operate the VTOL rotor 20 and the cruise rotor 29 to generate the required thrust when flying the aircraft 100 (also referred to as flightable charge amount or flightable SOC). Note that the startable charge amount is smaller than the flightable charge amount.

[0035] Furthermore, the performance of the battery 32 is strongly dependent on its temperature. For example, the warmer the battery 32 is, the more power it outputs, the colder it is, the less power it outputs, and when frozen, it outputs almost no power. Therefore, when starting the engine 44, it is necessary to maintain a temperature at which the minimum amount of power required for starting the engine 44 can be output (startable temperature), and when flying the aircraft 100, it is necessary to maintain a temperature at which the minimum amount of power required to operate the VTOL rotor 20 and the cruise rotor 29 and generate the required thrust can be output (flightable temperature). Note that the startable temperature is lower than the flightable temperature.

[0036] Battery 32 is described further below.

[0037] The temperature adjustment device 71 is an example of a temperature adjustment unit, and is controlled by the control unit 91 to heat and keep the battery 32 warm using at least the power stored in the battery 32 and the power supplied from the external power source 111. An electric water heater (ECH) that uses electricity to heat water and circulates it to heat and keep an object warm can be used as the temperature adjustment device 71. One temperature adjustment device 71 may be provided for every battery 32, but this is not limiting, and one temperature adjustment device 71 may be provided for multiple batteries 32, or one for each of all the batteries 32. The temperature adjustment device 71 can also be used for air conditioning inside the aircraft.

[0038] The temperature control system 70 may be configured to include the cooling system 60. As a result, the temperature control system 70 is not limited to using the temperature adjustment device 71 to heat and keep the battery 32 warm, and may also be configured to use the cooling system 60 to cool the battery 32 when the battery 32 is at a high temperature.

[0039] The external power source 111 is a power source provided in an area where the aircraft 100 is parked, such as a hangar that stores the aircraft 100. The external power source 111 may be a low-voltage power source that supplies power to the temperature control device 71 to operate it. By connecting the external power source 111 to the temperature control device 71 of a parked aircraft 100, the temperature control device 71 can be operated using power supplied from the external power source 111 to heat or keep warm the battery 32, thereby making it possible to maintain the temperature of the battery 32. When the aircraft 100 departs, the external power source 111 is removed from the aircraft 100 (temperature control device 71).

[0040] FIG. 2 shows the configuration of a high-voltage system (also called a power distribution system (PDS)) 40 and the configuration of a communication system 49.

[0041] The high-voltage system 40 includes one power generation device 40a and four group components G1 to G4, and these components are connected via power lines (solid lines).

[0042] The power generation device 40a is a power source that generates electricity using an engine 44 based on a target power generation amount and supplies the generated electricity to a load, and is composed of an engine (ENG) 44, a motor generator (M / G) 42, and a power control unit (PCU) 41.

[0043] The engine 44 is an internal combustion engine such as a reciprocating engine, a gas turbine engine, etc. The engine 44 generates rotational power and outputs it to the motor generator 42.

[0044] The motor generator 42 is a motor generator that functions as a starter when starting the engine 44 and as a generator after the engine 44 has started. The rotating shaft of the motor generator 42 is connected to the output shaft of the engine 44. The motor generator 42 receives power from the engine 44 to generate electricity, i.e., generate AC power (particularly three-phase AC power), and outputs the power to the PCU 41. Furthermore, when the engine 44 is started, the motor generator 42 receives the AC power to generate rotational power and output the rotational power to the engine 44.

[0045] The PCU 41 is a power conversion unit that uses an inverter circuit to convert AC power (particularly, three-phase AC power) input from the primary side into DC power and outputs it to the secondary side, and also converts DC power input from the secondary side into AC power (particularly, three-phase AC power) and outputs it to the primary side. The primary side terminal of the PCU 41 is connected to the motor generator 42, and the secondary side terminals are connected to each of the four group components G1 to G4. The PCU 41 can convert AC power output from the motor generator 42 into DC power and output it to each of the four group components G1 to G4, and can also convert DC power supplied from the batteries 32 included in the four group components G1 to G4 into AC power and output it to the motor generator 42.

[0046] Each of the four group components G1 to G4 is a group of electrical components assembled including any two of the eight VTOL rotors 20, and for group components G1 to G2, any one of the two cruise rotors 29, and the associated battery 32 and switch 36. These components, including the battery 32, are connected via circuit elements such as power lines (power cables shown by solid lines), conductors, and diodes.

[0047] The group component G1 includes the VTOL rotors 20aR, 20dL, the cruise rotor 29R, the battery 32, and the switch 36.

[0048] As described above, the VTOL rotors 20aR, 20dL and the cruise rotor 29R each have a motor 21 that rotates one or more blades 23 and an inverter 22 that receives DC power from a battery 32, converts it into AC power, and supplies it to the motor 21. These three rotors 20, 29 are connected in parallel to the battery 32.

[0049] The battery 32 is an internal power source that stores power for starting the engine 44 and for flight. The battery 32 stores the power generated by the engine 44 and the motor generator 42, and sends the power to the motor 21 via the inverter 22. The battery 32 is connected between the three rotors 20, 29 and the switch 36. The battery 32 is managed by an ECU 33 provided therein.

[0050] The ECU 33 is a unit that manages the state of the battery 32. The ECU 33 is implemented, for example, by a microcontroller. It operates by receiving low-voltage DC power from the battery 32 via a low-voltage system and performs its control functions by executing dedicated programs stored in memory. Here, the state of the battery 32 includes at least the temperature and the state of charge (SOC). The ECU 33 detects the temperature of the battery 32 using a temperature sensor provided in the battery 32. The temperature sensor can be any type of sensor, such as a temperature resistor (thermistor) or a thermocouple, as long as it can detect the temperature within a temperature range (e.g., −45 to 45°C) when the battery 32 is operating and stopped. The ECU 33 also detects the state of charge of the battery 32 by any method, such as detecting the current output from the battery 32 and calculating the integrated amount, or detecting the potential at the output terminal. The detection results are transmitted to the control unit 91 via a communication line.

[0051] The switch 36 is an element for connecting and disconnecting the group component G1 to the secondary terminal of the PCU 41, and includes, for example, a rectifying element (diode) and a switching element connected in parallel. The rectifying element is an element that passes only power directed from the PCU 41 into the group component G1. The switching element is an element that shorts both ends of the rectifying element, and an element such as an insulated gate bipolar transistor (IGBT) can be used. By turning off the switch 36 (switching element), DC power output from the PCU 41 can be sent to the battery 32 and the three rotors 20, 29 via the rectifying element. By turning on the switch 36, DC power can be sent from the battery 32 to the PCU 41 via the switching element.

[0052] The group component G2 includes the VTOL rotors 20aL, 20dR, the cruise rotor 29L, the battery 32, and the switch 36. Each of these components is configured in the same manner as those described above.

[0053] The group component G3 includes the VTOL rotors 20bR, 20cL, the battery 32, and the switch 36. Each of these parts is configured in the same manner as those described above.

[0054] The group component G4 includes the VTOL rotors 20bL, 20cR, the battery 32, and the switch 36. Each of these components is configured in the same manner as those described above.

[0055] The configuration of the high-voltage system 40 described above allows the engine 44 and the motor generator 42 to output the generated electric power to the battery 32 and the inverter 22. Furthermore, when the switch 36 is on, the motor generator 42 operates using the electric power supplied from the battery 32, and can start the engine 44.

[0056] The communication system 49 includes a flight controller (FCU) 92, a control unit (MCU) 91, four ECUs 33 connected to the batteries 32 included in the group components G1 to G4, and ten ECUs 25 connected to the inverters 22. These are connected to each other via communication lines (dotted lines) so that they can communicate with each other.

[0057] The flight controller 92 is a unit that receives operation signals from the crew of the aircraft 100 via an interface 92a, such as a control stick or thrust levers, and controls the operation of each component. The flight controller 92 is connected to the control units 91 and the ECU 25 of the aircraft 10 via communication lines. The flight controller 92 is implemented by a microcontroller, for example, and operates by receiving low-voltage DC power from the battery 32 via a low-voltage system, and performs control functions by executing a dedicated program stored in memory.

[0058] For example, when the flight controller 92 receives a command related to steering the aircraft 100, a command for takeoff or cruising, or the like via the interface 92a, the flight controller 92 calculates the thrust (also referred to as thrust command value) required for each of the VTOL rotor 20 and the cruising rotor 29 and the amount of power required to generate each thrust, and transmits the calculated thrust to the motor generator 42, the PCU 41, and the ECU 33 via the control unit 91, thereby generating the power required to operate the rotors 20, 29. At the same time, the thrust command value (or the rotation speed of the rotors 20, 29 required to generate that thrust) is transmitted to the ECU 25, thereby operating the switching elements of the inverter 22, converting the DC power output from the PCU 41 or the DC power supplied from the battery 32 into AC power and outputting it to the motor 21. This activates the motor 21, causing the blades 23 to rotate, thereby enabling the VTOL rotor 20 and the cruising rotor 29 to generate the commanded thrust.

[0059] The control unit (MCU) 91 communicates with the switch 36 to control the operation of its switching element, with the engine 44 to control its start, and with the PCU 41 to control the operation of the switching element, and also communicates with the ECU 33 to detect the state of the battery 32. The control unit 91 is connected to the engine 44, the PCU 41, the four switches 36, and the four ECUs 33 via communication lines. The control unit 91 is implemented by a microcontroller, for example, and operates by receiving low-voltage DC power from the battery 32 via a low-voltage system, and performs its control functions by executing dedicated programs stored in memory.

[0060] The control unit 91 controls the operation of the power generation device 40 a based on the detection results of the state of charge and temperature of the battery 32 by the ECU 33 and the target power supply amount received from the flight controller 92 , among other things.

[0061] The four ECUs 33 and the ten ECUs 25 are configured as described above.

[0062] In the high-voltage system 40 configured as described above, when the control unit 91 receives an operation from the crew of the aircraft 100 via the flight controller 92, for example, a command to start the engine, it turns on the switch 36 of at least one of the group components G1 to G4 to connect the battery 32 included in that group component to the PCU 41. As a result, power charged in the battery 32 is supplied to the PCU 41. Then, the control unit 91 operates the PCU 41. The PCU 41 converts the DC power supplied from the battery 32 into AC power and outputs it to the motor generator 42. As a result, the motor generator 42 operates and starts the engine 44.

[0063] When the engine 44 starts, the control unit 91 turns off the switch 36. In this state, the motor generator 42 receives power from the engine 44 and generates electricity. The generated AC power is converted to DC power by the PCU 41 and supplied to each of the group components G1 to G4. This causes the VTOL rotor 20 and the cruising rotor 29 to operate, and the battery 32 is charged.

[0064] Furthermore, while the VTOL rotor 20 and the cruise rotor 29 are operating, the switches 36 of each group component G1 to G4 are turned off, thereby preventing power from being supplied from the battery 32 in one group component to other group components.

[0065] 3 shows the functional configuration of a control system 99 of the aircraft 100. The control system 99 includes a control unit 91, a cooling system 60 that cools the electrical components of the VTOL rotor 20, and a temperature control system 70 that controls the temperature of the battery 32. The VTOL rotor 20 includes eight VTOL rotors 20aL-20dL, 20aR-20dR. It may also include cruise rotors 29L, 29R. These are collectively referred to as the VTOL rotor 20 and one cooling system 60 provided corresponding to them. The battery 32 includes four batteries 32 included in each of the group components G1-G4.

[0066] The control unit 91 controls the operation of the VTOL rotor 20, the cruise rotor 29, the cooling system 60, and the temperature control system 70. The control unit 91 is configured as described above.

[0067] As described above, the temperature control system 70 can maintain the temperature of the battery 32 by operating the temperature adjustment device 71 using power supplied from the external power source 111 to heat or keep warm the battery 32 while the aircraft 100 is parked. However, in an abnormal situation where the power supply from the external power source 111 is stopped due to a power outage or the like, the battery 32 cannot be heated or kept warm, which may affect the flight plan.

[0068] 4 shows a flow S100 of a temperature control method for controlling the temperature of the battery 32 in the aircraft 100 according to this embodiment. This flow is started, for example, by storing the aircraft 100 in a hangar and connecting the external power supply 111 to the temperature adjustment device 71 of the aircraft 100. Note that natural discharge of the battery 32 is assumed to be negligible.

[0069] In step S110, the control unit 91 determines whether or not the engine 44 is running. If the engine 44 is running, the process proceeds to step S120, and if the engine 44 is stopped, the process proceeds to step S112.

[0070] In step S112, the control unit 91 determines whether or not power is being supplied from the external power source 111. Whether or not power is being supplied can be determined by connecting the external power source 111 to the temperature adjustment device 71 and detecting whether or not power is being supplied (or whether or not current is flowing) from the external power source 111 to the temperature adjustment device 71. If power is being supplied from the external power source 111, the process proceeds to step S114, and if power is not being supplied from the external power source 111, the process proceeds to step S130.

[0071] In steps S114 to S118, the control unit 91 uses the power supplied from the external power source 111 to heat or keep the battery 32 warm.

[0072] In step S114, the control unit 91 determines whether the temperature of the battery 32 is equal to or higher than the flight temperature. As described above, the temperature of the battery 32 is detected by the ECU 33, and the detection result is transmitted to the control unit 91. The control unit 91 can determine whether the temperature of the battery 32 is equal to or higher than the flight temperature based on the detection result received from the ECU 33. In response to this determination, the control unit 91 controls the temperature adjustment device 71 to heat or keep the battery 32 warm using power supplied from the external power source 111. If the temperature of the battery 32 is equal to or higher than the flight temperature, the process proceeds to step S116. If the temperature of the battery 32 is lower than the flight temperature, the process proceeds to step S118.

[0073] In step S116, the control unit 91 controls the temperature adjustment device 71 to keep the battery 32 warm using power supplied from the external power supply 111. This keeps the temperature of the battery 32 at or above a temperature at which flight is possible.

[0074] In step S118, the control unit 91 controls the temperature adjustment device 71 to heat the battery 32 using power supplied from the external power supply 111. As a result, the temperature of the battery 32 increases until the determination in step S114 is affirmative, i.e., until the battery 32 reaches a temperature at which flight is possible.

[0075] Note that when power is being supplied from the external power source 111, the control unit 91 may control the cooling system 60 in response to the temperature of the battery 32 being equal to or higher than its upper limit temperature, and operate the cooling system 60 using the power supplied from the external power source 111 to cool the battery 32. This maintains the temperature of the battery 32 within a suitable temperature range. Here, the upper limit temperature of the battery 32 is the upper limit of the temperature at which the battery 32 functions normally, and is higher than the startable temperature and the flightable temperature.

[0076] When steps S116 and S118 are completed, the process proceeds to step S150.

[0077] In steps S130 to S144, since there is no power supply from the external power source 111, the control unit 91 controls the temperature adjustment device 71 based on the temperature state and state of charge (SOC) of the battery 32, and uses the charge of the battery 32 to heat or keep the battery 32 warm.

[0078] In step S130, the control unit 91 determines whether a flight check, which is performed a predetermined time before or after the scheduled departure time, is in progress. Here, the flight check includes all of the preflight check, system check, and flight check described below. However, it may also include at least one of them, such as a preflight check. Whether a flight check is in progress can be determined, for example, by detecting a maintenance technician or crew member performing an operation for the check via the interface 92a. If a flight check is not in progress, the process proceeds to step S150; if a flight check is in progress, the process proceeds to step S132.

[0079] In step S132, the control unit 91 determines whether the charge of the battery 32 is equal to or greater than the startable charge amount (less than the startable charge amount). The charge state of the battery 32 is detected by the ECU 33, and the detection result is sent to the control unit 91. The control unit 91 can determine whether the charge of the battery 32 is equal to or greater than the startable charge amount based on the detection result received from the ECU 33. If the charge of the battery 32 is less than the startable charge amount, the process proceeds to step S144, and if the charge of the battery 32 is equal to or greater than the startable charge amount, the process proceeds to step S134.

[0080] In step S132, when determining the charge amount of the battery 32, a threshold value slightly larger than the startable charge amount may be used instead of the startable charge amount to ensure that the startable charge amount remains. The same applies to the other determination steps.

[0081] In step S134, the control unit 91 determines whether the temperature of the battery 32 is above the flight temperature (below the flight temperature). The temperature of the battery 32 is detected by the ECU 33, and the detection result is transmitted to the control unit 91. The control unit 91 can determine whether the temperature of the battery 32 is above the flight temperature based on the detection result received from the ECU 33. If the temperature of the battery 32 is above the flight temperature, the process proceeds to step S138, and if the temperature of the battery 32 is below the flight temperature, the process proceeds to step S136.

[0082] In step S138, in response to the temperature of the battery 32 being equal to or higher than the flight temperature, the control unit 91 controls the temperature adjustment device 71 to keep the battery 32 warm by using the charge of the battery 32. Therefore, if it is determined in steps S112, S130, S132, and S134 that there is no power supply from the external power source 111, and the charge of the battery 32 at the time of the flight check is equal to or higher than the start-up charge amount and the temperature of the battery 32 is equal to or higher than the flight temperature, the control unit 91 controls the temperature adjustment device 71 to keep the battery 32 warm by using the charge of the battery 32.

[0083] The power required to keep the battery 32 warm is much smaller than the power required to heat it. Therefore, for simplicity, in this example, it is assumed that the charge of the battery 32 does not decrease when the charge of the battery 32 is used to keep the battery 32 warm.

[0084] In step S136, the control unit 91 determines whether the charge of the battery 32 is equal to or greater than the sum of the startable charge amount and the power required to heat the battery 32 to at least a startable temperature at which the engine 44 can be started (the required warm-up power). The state of charge of the battery 32 can be detected as described above. If the charge of the battery 32 is equal to or greater than the sum of the startable charge amount and the required warm-up power, the process proceeds to step S140, and if it is less than the sum, the process proceeds to step S144.

[0085] In step S140, in response to the temperature of the battery 32 being below the flight temperature and the charge of the battery 32 being equal to or greater than the sum of the start-enabling charge amount and the required power for heating, the control unit 91 controls the temperature adjustment device 71 to warm the battery 32 using the charge of the battery 32. This makes it possible to warm the battery 32 while ensuring that the charge of the battery 32 is equal to or greater than the start-enabling charge amount required to start the engine 44.

[0086] Note that when there is no power supply from the external power source 111, the control unit 91 may control the cooling system 60 in response to the temperature of the battery 32 being equal to or higher than its upper limit temperature, and operate the cooling system 60 using the charge of the battery 32 to cool the battery 32. This allows the temperature of the battery 32 to be maintained within a suitable temperature range.

[0087] When steps S138 and S140 are completed, the process proceeds to step S150.

[0088] In step S142, the control unit 91 determines whether the temperature of the battery 32 is equal to or higher than the startable temperature (below the startable temperature). The temperature of the battery 32 can be detected as described above. If the temperature of the battery 32 is equal to or higher than the startable temperature, the process proceeds to step S138, where the temperature adjustment device 71 is controlled to keep the battery 32 warm by charging the battery 32; if the temperature of the battery 32 is lower than the startable temperature, the process proceeds to step S144.

[0089] In step S144, the control unit 91 issues a signal to restrict the flight of the aircraft 100 and terminates flow S100 in response to a determination in step S132 that the charge of the battery 32 is less than the startable charge amount, or a determination in step S136 that the charge of the battery 32 is less than the sum of the startable charge amount and the power required for heating, and a determination in step S142 that the temperature of the battery 32 is less than the startable temperature.

[0090] In steps S150 to S152, the control unit 91 determines whether or not to permit the engine 44 to start.

[0091] In step S150, the control unit 91 determines whether the temperature of the battery 32 is equal to or higher than the startable temperature and whether the charge of the battery 32 is equal to or higher than the startable charge amount. As described above, the temperature and charge state of the battery 32 are detected by the ECU 33, and the detection results are transmitted to the control unit 91. The control unit 91 can determine whether the temperature of the battery 32 is equal to or higher than the startable temperature and whether the charge of the battery 32 is equal to or higher than the startable charge amount based on the detection results received from the ECU 33. If the temperature of the battery 32 is equal to or higher than the startable temperature and the charge of the battery 32 is equal to or higher than the startable charge amount, the process proceeds to step S152; otherwise, the process returns to step S110.

[0092] In step S152, the control unit 91 issues a signal to the crew of the aircraft 100 to permit the start of the engine 44. The signal can be expressed by lighting a lamp, sound, a screen display, etc. The crew can confirm the signal and start the engine 44 via the interface 92a.

[0093] In steps S120 to S129, the control unit 91 executes the procedure for restoring the battery state by starting the engine.

[0094] In step S120, while the engine 44 is running, the control unit 91 further determines whether the temperature of the battery 32 is equal to or higher than the flight temperature. The temperature of the battery 32 can be detected as described above. Depending on the determination, the control unit 91 controls the temperature adjustment device 71 to keep the battery 32 warm or to heat it using the power generated by the engine 44 (and the motor generator 42). If the temperature of the battery 32 is below the flight temperature, the process proceeds to step S121; if the temperature of the battery 32 is equal to or higher than the flight temperature, the process proceeds to step S124.

[0095] In step S121, the control unit 91 determines whether the charge of the battery 32 is equal to or greater than the charge amount necessary for flight. The charge state of the battery 32 can be detected as described above. If the charge of the battery 32 is less than the charge amount necessary for flight, the process proceeds to step S122. If the charge of the battery 32 is equal to or greater than the charge amount necessary for flight, the process proceeds to step S123.

[0096] In step S122, since the temperature of the battery 32 is below the temperature necessary for flight and the charge of the battery 32 is below the charge amount necessary for flight, the control unit 91 controls the temperature control device 71 to charge the battery 32 while warming it using the power generated by the engine 44.

[0097] In step S123, because the temperature of the battery 32 is below the temperature at which flight is possible and the charge of the battery 32 is equal to or greater than the charge amount at which flight is possible, the control unit 91 controls the temperature adjustment device 71 to heat the battery 32 using the power generated by the engine 44. However, the battery 32 is not charged.

[0098] By step S122 or S123, the temperature of the battery 32 increases until the temperature of the battery 32 exceeds the temperature at which flight is possible and the determination in step S120 becomes positive.

[0099] In step S124, the control unit 91 determines whether the charge of the battery 32 is equal to or greater than the charge amount necessary for flight. The charge state of the battery 32 can be detected as described above. If the charge of the battery 32 is less than the charge amount necessary for flight, the process proceeds to step S126. If the charge of the battery 32 is equal to or greater than the charge amount necessary for flight, the process proceeds to step S128.

[0100] In determining the charge amount of the battery 32 in step S124, a threshold value slightly larger than the charge amount sufficient for flight may be used instead of the charge amount sufficient for flight in order to ensure that a charge amount sufficient for flight remains. The same applies to the other determination steps.

[0101] In step S126, since the temperature of the battery 32 is above the flight temperature and the charge of the battery 32 is less than the flight charge amount, the control unit 91 controls the temperature control device 71 to charge the battery 32 while keeping it warm using the power generated by the engine 44.

[0102] Note that while the engine 44 is running, the control unit 91 may control the cooling system 60 in response to the temperature of the battery 32 being equal to or higher than the upper limit temperature of the battery 32, and operate the cooling system 60 using the power generated by the engine 44 to cool the battery 32. This allows the temperature of the battery 32 to be maintained within a suitable temperature range.

[0103] Note that step S120 and step S124 may be executed in the reverse order. That is, the battery 32 may be charged first, and then heated after the charge of the battery 32 exceeds the charge amount necessary for flight.

[0104] When steps S122, S123, and S126 are completed, the process returns to step S120.

[0105] In step S128, because the temperature of the battery 32 is equal to or higher than the temperature at which flight is possible and the charge of the battery 32 is equal to or higher than the charge amount at which flight is possible, the control unit 91 issues a signal to the crew of the aircraft 100 permitting flight of the aircraft 100. The signal can be expressed by lighting a lamp, sound, a screen display, etc. The crew can confirm the signal and start flight via the interface 92a.

[0106] Since it is not possible to proceed to step S128 unless the judgments in steps S120 and S124 are positive, flight cannot be initiated if the temperature of battery 32 is below the temperature at which flight is possible or if the charge on battery 32 is less than the charge amount at which flight is possible.

[0107] In step S129, the control unit 91 determines whether the aircraft 100 has started flight. The start of flight can be detected by the crew inputting a flight command via the interface 92a or by detecting the operation of the rotors 20, 29. If flight has not started, the process returns to step S120, and steps S120 to S128 are repeated. If flight has started, flow S100 ends.

[0108] FIG. 5 shows an example of temperature control of the battery 32 during normal operation when power supply from the external power source 111 is not lost. The aircraft 100 completes the previous day's flight schedule and is stored in a hangar. Thereafter, the charge state of the battery 32 is restored before the soak (the engine 44 is stopped), the engine 44 is stopped, and the external power source 111 is connected to the temperature control device 71 of the aircraft 100 to enter a night soak. In this example, since power supply from the external power source 111 continues after the engine 44 is stopped, during the night soak, the determination in step S110 in flow S100 is negative and the determination in step S112 is positive, thereby repeating steps S114 to S118 and S150 to S152. As a result, the temperature of the battery 32 is maintained above a temperature at which flight is possible, and the charge of the battery 32 is maintained above a charge amount at which flight is possible. Note that natural discharge of the battery 32 is negligible.

[0109] On the day of flight, a preflight check, system check, and flight check of the aircraft are performed a predetermined time before the scheduled departure time. In the preflight check, for example, one maintenance technician will check equipment such as fire extinguishers, the power supply system, the exterior of the aircraft, sensors, the drive parts of the rotors 20 and 29, oil, coolant, heating liquid, etc., fuel, and interface 92a, and will spend about one hour checking these and other items.

[0110] A system check is performed before flight after a preflight check, and for example, two crew members will spend several minutes checking the power supply, warning sounds, fuel system, air conditioning system, and interface 92a such as the control stick. After the system check is complete, the crew will start the engine 44. Furthermore, the rotation speed, temperature, pressure, etc. of the engine 44 and rotors 20 and 29 are checked.

[0111] Flight checks are final checks performed immediately before departure, and take 1 to 2 minutes, for example, during which two crew members check warning and control functions, and check the rotation speed, temperature, pressure, etc. of the engine 44 and rotors 20 and 29. Once the flight checks are complete, the plane can begin flying.

[0112] In this example, the external power supply 111 is removed from the aircraft 100 (temperature adjustment device 71) at the start of the preflight check. As a result, the determination in step S112 of flow S100 is negative, and the process proceeds to step S130. Here, because the temperature of the battery 32 is maintained at or above the temperature at which flight is possible and the charge of the battery 32 is maintained at or above the charge amount at which flight is possible, the determinations in steps S132 to S134 and S150 are all positive, and the control unit 91 permits the start of the engine 44 in step S152. In response to this, the crew starts the engine 44 after the preflight check (system check) is completed.

[0113] When the engine is started, the determination in step S110 is affirmative, and the process proceeds to step S120. Here, if the temperature of the battery 32 is maintained above the temperature at which flight is possible and the charge of the battery 32 is maintained above the charge amount at which flight is possible, the determinations in steps S120 to S124 are all affirmative, and flight is permitted by the control unit 91 in step S128. In response to this, after the flight check is completed, the aircraft 100 is operated by the crew and begins flight. As a result, the determination in step S129 is affirmative, and this flow S100 ends.

[0114] FIG. 6 shows an example of temperature control of the battery 32 during a first abnormality in which power supply from the external power source 111 is lost. The charge state of the battery 32 is restored before the soak (the engine 44 is stopped), and the engine 44 is stopped and the external power source 111 is connected to the temperature control device 71 of the aircraft 100 to enter a night soak. However, in this example, a power outage occurs during the night soak, causing the external power source 111 to be lost and the power supply to be cut off. Thereafter, the temperature of the battery 32 gradually drops. During this night soak, the determination in step S110 and the determination in step S112 in flow S100 are both negative, causing steps S130 to S144 and S150 to S152 to be repeated. This maintains the temperature of the battery 32 at or above the temperature at which flight is possible, and the charge of the battery 32 at or above the charge amount at which the aircraft can start. Note that natural discharge of the battery 32 is negligible.

[0115] Before the start of the preflight check, the determinations in steps S110, S112, S130, and S150 are repeatedly negative, so no action is taken and the temperature of the battery 32 continues to drop. In this example, it is assumed that the temperature of the battery 32 has dropped to a temperature lower than the flight temperature but higher than the start temperature at the start of the preflight check.

[0116] Then, with the start of the preflight check, the determination in step S130 becomes positive, and the process proceeds to step S132. Note that the external power supply 111 is removed from the aircraft 100 (temperature adjustment device 71) when the preflight check starts. Here, the temperature of the battery 32 is lower than the temperature at which flight is possible, but the charge of the battery 32 is maintained at or above the charge amount at which flight is possible, so the determination in step S132 is positive, the determination in step S134 is negative, and the determination in step S136 is positive, and in step S140 the temperature adjustment device 71 uses the charge of the battery 32 to warm the battery 32. As a result, the charge of the battery 32 decreases, but the temperature of the battery 32 increases.

[0117] Then, the charge of the battery 32 drops to the start-operation charge amount, but the temperature of the battery 32 rises to a temperature above the flight temperature during the preflight check. As a result, the determination in step S134 is affirmative, and in step S138, the temperature regulator 71 uses the charge of the battery 32 to keep the battery 32 warm. As a result, the charge of the battery 32 is maintained at or above the start-operation charge amount, and the temperature of the battery 32 is maintained at or above the start-operation temperature, so the determination in step S150 is affirmative, and in step S152, starting of the engine 44 is permitted. In response to this, the crew starts the engine 44 after the preflight check (system check) is completed.

[0118] Then, when the engine 44 is started, the determination in step S110 is affirmative, and the process proceeds to step S120. Here, the temperature of the battery 32 is maintained at or above the flight temperature, so the determination in step S120 is affirmative, and the charge of the battery 32 is less than the flight-safe charge amount, so the determination in step S124 is negative. In step S126, the temperature regulator 71 charges the battery 32 while keeping it warm using power generated by the engine 44. As a result, the charge amount of the battery 32 recovers to or above the flight-safe charge amount, so the determination in step S124 is affirmative, and in step S128, the control unit 91 permits flight. In response to this, after the flight check is completed, the crew operates the aircraft 100 to begin flight. As a result, the determination in step S129 is affirmative, and the process in step S100 ends.

[0119] FIG. 7 shows an example of temperature control of the battery 32 during a second abnormality in which power supply from the external power source 111 is lost. The charge state of the battery 32 is restored before the soak (the engine 44 is stopped), and the engine 44 is stopped and the external power source 111 is connected to the temperature control device 71 of the aircraft 100 to enter a night soak. However, in this example, a power outage occurs during the night soak, causing the external power source 111 to be lost and the power supply to be cut off. Thereafter, the temperature of the battery 32 gradually drops. During this night soak, the determination in step S110 and the determination in step S112 in flow S100 are both negative, causing steps S130 to S144 and S150 to S152 to be repeated. This maintains the temperature of the battery 32 at or above the startable temperature, and the charge of the battery 32 at or above the startable charge amount. Note that natural discharge of the battery 32 is negligible.

[0120] Before the start of the preflight check, the determinations in steps S110, S112, S130, and S150 are repeatedly negative, so no action is taken and the temperature of the battery 32 continues to drop. In this example, it is assumed that the temperature of the battery 32 is lower than the flight temperature and further lower than the start temperature at the start of the preflight check.

[0121] Then, with the start of the preflight check, the determination in step S130 becomes positive, and the process proceeds to step S132. Note that the external power supply 111 is removed from the aircraft 100 (temperature adjustment device 71) when the preflight check starts. Here, the temperature of the battery 32 is lower than the start-up temperature (i.e., the flight temperature), but the charge of the battery 32 is maintained at or above the flight charge amount, so the determination in step S132 is positive, the determination in step S134 is negative, the determination in step S136 is positive, and in step S140 the temperature adjustment device 71 uses the charge of the battery 32 to warm the battery 32. As a result, the charge of the battery 32 decreases, but the temperature of the battery 32 increases.

[0122] Then, the charge of the battery 32 drops to the startable charge amount, and during the preflight check, the temperature of the battery 32 rises to or above the startable temperature. However, because the temperature of the battery 32 is below the flight temperature, the determination in step S134 is negative. Here, as long as the determination in step S136 is positive, in step S140, the temperature regulator 71 continues to warm the battery 32 by charging the battery 32. Even if the charge of the battery 32 falls below the sum of the startable charge amount and the temperature-raising required charge amount through use of the battery 32, and the determination in step S136 is negative, the charge of the battery 32 maintains the startable charge amount, and the temperature of the battery 32 rises to or above the startable temperature, so the determination in step S142 is positive, and in step S138, the temperature regulator 71 keeps the battery 32 warm by using the charge of the battery 32. As a result, the charge of the battery 32 is maintained at or above the start-enabling charge amount and the temperature of the battery 32 is maintained at or above the start-enabling temperature, so the determination in step S150 is affirmative, and engine start is permitted in step S152. In response to this, the engine 44 is started by the crew after the pre-flight check (system check) is completed.

[0123] Then, when the engine 44 is started, the determination in step S110 is affirmative, and the process proceeds to step S120. In step S122, the temperature regulator 71 heats and charges the battery 32 using electric power generated by the engine 44 until the determination in step S120 is affirmative, i.e., until the battery temperature reaches or exceeds the flight temperature. When the temperature of the battery 32 rises to or exceeds the flight temperature, the temperature regulator 71 keeps the battery 32 warm and charges the battery 32 using electric power generated by the engine 44 until the determination in step S124 is affirmative, i.e., until the battery 32 is charged to or exceeds the flight charge amount. When the charge amount of the battery 32 recovers to or exceeds the flight charge amount, the determination in step S124 is affirmative, and the control unit 91 permits flight in step S128. In response to this, the aircraft 100 begins flight in response to operation by the crew after the flight check is completed. In response, the determination in step S129 is affirmative, and the process in step S100 ends.

[0124] If the power received by the battery 32 falls below the startable charge amount before the temperature of the battery 32 rises to the startable temperature, the judgment in step S132 or step S142 is negative, flight is restricted in step S144, and this flow S100 ends.

[0125] According to the temperature control system 70 of this embodiment, an aircraft 100 that flies using electricity generated by an engine 44 or electricity charged to a battery 32 includes a battery 32 that stores electricity for starting the engine 44 and flying, a temperature adjustment device 71 that heats and keeps the battery 32 warm using at least the electricity charged to the battery 32 and power supplied from an external power source 111, and a control unit 91 that detects whether or not power is being supplied from the external power source 111, and if power is being supplied from the external power source 111, controls the temperature adjustment device 71 to heat or keep the battery 32 warm using the power supplied from the external power source 111, and if power is not being supplied from the external power source 111, controls the temperature adjustment device 71 based on the temperature state and charge state of the battery 32 to heat or keep the battery 32 warm using the charge of the battery 32. As a result, the control unit 91 detects whether or not power is being supplied from the external power source 111, and if power is being supplied from the external power source 111, controls the temperature adjustment device 71 to heat or keep the battery 32 warm using the power supplied from the external power source 111, and if power is not being supplied from the external power source 111, controls the temperature adjustment device 71 based on the temperature state and charge state of the battery 32 to heat or keep the battery 32 warm using the charge of the battery 32, thereby maintaining the temperature and charge state of the battery 32 at which the engine can be started and flight can be performed at the time of departure. As a result, even if the power supply from the external power source 111 is stopped, the engine of the aircraft 100 can be started and the aircraft 100 can fly according to schedule.

[0126] According to the temperature control method of this embodiment, in an aircraft 100 that flies using power generated by an engine 44 or power charged in a battery 32, the method includes a step of detecting whether or not power is being supplied from an external power source 111, a step of using the power supplied from the external power source 111 to start the engine 44 and heat or keep warm the battery 32 that stores power for flight, if power is being supplied from the external power source 111, and a step of using the charge of the battery 32 to heat or keep warm the battery 32 based on the temperature state and charge state of the battery 32 if power is not being supplied from the external power source 111. As a result, the control unit 91 detects whether or not power is being supplied from the external power source 111, and if power is being supplied from the external power source 111, controls the temperature adjustment device 71 to heat or keep the battery 32 warm using the power supplied from the external power source 111, and if power is not being supplied from the external power source 111, controls the temperature adjustment device 71 based on the temperature state and charge state of the battery 32 to heat or keep the battery 32 warm using the charge of the battery 32, thereby maintaining the temperature and charge state of the battery 32 at which the engine can be started and flight can be performed at the time of departure. As a result, even if the power supply from the external power source 111 is stopped, the engine of the aircraft 100 can be started and the aircraft 100 can fly according to schedule.

[0127] Although the present invention has been described above using embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments. It will be apparent to those skilled in the art that various modifications and improvements can be made to the above embodiments. It is clear from the claims that such modifications and improvements can also be included within the technical scope of the present invention.

[0128] It should be noted that the execution order of each process, such as operations, procedures, steps, and stages, in the devices, systems, programs, and methods shown in the claims, specifications, and drawings is not specifically stated as "before," "prior to," etc., and that the processes can be performed in any order unless the output of a previous process is used in a subsequent process. Even if the operational flow in the claims, specifications, and drawings is described using "first," "next," etc. for convenience, this does not mean that the processes must be performed in this order. [Explanation of symbols]

[0129] 12...fuselage, 14...canard, 14a...elevator, 16...rear wing, 16a...elevon, 16b...vertical stabilizer, 16c...pylon, 18...boom, 20, 20aL to 20dL, 20aR to 20dR...VTOL rotor (rotor), 21...motor, 22...inverter, 23...blade, 25...electronic control unit (ECU), 28...duct, 29, 29L, 29R...cruise rotor (rotor), 32...battery, 3 6...switch, 40...high voltage system, 41...PCU, 42...motor generator, 44...engine, 49...communication system, 60...cooling system, 61...radiator, 62...pump, 63...coolant tank, 70...temperature control system, 71...temperature control device, 91...control unit, 92...flight controller, 92a...interface, 99...control system, 100...aircraft, 111...external power supply, G1 to G4...group components, L...central axis.

Claims

1. 1. A temperature control system for controlling a temperature of an internal power source in an aircraft that flies using electric power generated by an engine or electric power charged in the internal power source, comprising: the internal power supply storing power for starting the engine and for flight; a temperature adjustment unit that adjusts the temperature of the internal power supply by heating, cooling, or keeping the internal power supply warm using at least the power stored in the internal power supply and the power supplied from an external power supply; Detecting whether or not power is being supplied from the external power source; When power is supplied from the external power source, the temperature adjustment unit is controlled to adjust the temperature of the internal power source to a temperature at which the aircraft can fly or higher using the power supplied from the external power source; a control unit that controls the temperature adjustment unit based on the temperature state and charge state of the internal power supply when there is no power supply from the external power supply, and adjusts the temperature of the internal power supply to a temperature at which the engine can be started or higher by using the charge of the internal power supply; A temperature control system comprising:

2. 2. The temperature control system of claim 1, wherein, when there is no power supply from the external power source, the control unit controls the temperature adjustment unit to heat the internal power source using the charge of the internal power source, depending on whether the charge of the internal power source before or after a predetermined time from the scheduled departure time is equal to or greater than a startable charge amount required to start the engine and the temperature of the internal power source is below a flightable temperature required to fly the aircraft.

3. 3. The temperature control system according to claim 2, wherein the control unit controls the temperature adjustment unit to heat the internal power supply using the charge of the internal power supply when the charge of the internal power supply is equal to or greater than the sum of the startable charge amount and the power required to heat the internal power supply to at least a startable temperature at which an engine can be started.

4. 4. The temperature control system according to claim 2, wherein when there is no power supply from the external power source, the control unit controls the temperature adjustment unit to keep the internal power source warm by using charging of the internal power source depending on whether the temperature of the internal power source is equal to or higher than the flight temperature.

5. 5. The temperature control system according to claim 2, wherein the control unit issues a signal to restrict flight of the aircraft when the charge of the internal power supply is less than the startable charge amount.

6. 6. The temperature control system according to claim 2, wherein when there is no power supply from the external power source, the control unit controls the temperature adjustment unit to cool the internal power source using charging of the internal power source in response to the temperature of the internal power source being equal to or higher than an upper limit temperature of the internal power source.

7. When power is being supplied from the external power source, the control unit further detects whether the temperature of the internal power source is equal to or higher than the flight temperature; When the temperature of the internal power supply is equal to or higher than the flight temperature, the temperature adjustment unit is controlled to keep the internal power supply warm using power supplied from the external power supply; 7. The temperature control system according to claim 2, wherein when the temperature of the internal power supply is lower than the flight temperature, the temperature adjustment unit is controlled to heat the internal power supply using power supplied from the external power supply.

8. 8. The temperature control system according to claim 7, wherein, when power is supplied from the external power source, the control unit controls the temperature adjustment unit to cool the internal power source using the power supplied from the external power source in accordance with the temperature of the internal power source being equal to or higher than an upper limit temperature of the internal power source.

9. 9. The temperature control system according to claim 2, wherein the control unit starts the engine when a temperature of the internal power supply is equal to or higher than a startable temperature at which the engine can be started and when a charge of the internal power supply is equal to or higher than the startable charge amount.

10. The control unit further detects whether the temperature of the internal power supply is equal to or higher than the flight temperature during startup of the engine, When the temperature of the internal power supply is equal to or higher than the flight temperature, the temperature adjustment unit is controlled to keep the internal power supply warm using electric power generated by the engine; 10. The temperature control system according to claim 9, wherein when the temperature of the internal power supply is below the flight temperature, the temperature adjustment unit is controlled to heat the internal power supply using electric power generated by the engine.

11. The temperature control system according to claim 10 , wherein the control unit further charges the internal power supply using electric power generated by the engine while the engine is running.

12. 12. The temperature control system according to claim 10, wherein when the temperature of the internal power supply is equal to or higher than an upper limit temperature of the internal power supply, the control unit controls the temperature adjustment unit to cool the internal power supply using electric power generated by the engine.

13. The control unit further detects whether the charge of the internal power supply is equal to or greater than a flight charge amount required to fly the aircraft during startup of the engine, 13. A temperature control system according to claim 10, which issues a signal permitting flight when the temperature of the internal power supply is equal to or higher than the flight-enabling temperature and the charge of the internal power supply is equal to or higher than the flight-enabling charge amount.

14. A temperature control system for controlling the temperature of an internal power source in an aircraft that flies using power generated by an engine or power charged in the internal power source, comprising: the internal power supply storing power for starting the engine and for flight; a temperature adjustment unit that adjusts the temperature of the internal power supply by heating, cooling, or keeping the internal power supply warm using at least the power stored in the internal power supply and the power supplied from an external power supply; Detecting whether or not power is being supplied from the external power source; When power is supplied from the external power source, the temperature adjustment unit is controlled to adjust the temperature of the internal power source using the power supplied from the external power source; a control unit that controls the temperature adjustment unit based on a temperature state and a charge state of the internal power supply when there is no power supply from the external power supply, and adjusts the temperature of the internal power supply using the charge of the internal power supply, a temperature control system in which, when there is no power supply from the external power source, the control unit controls the temperature adjustment unit to heat the internal power source using the charge of the internal power source, depending on whether the charge of the internal power source is equal to or greater than the startable charge amount required to start the engine a predetermined time before or after the scheduled departure time, and the temperature of the internal power source is less than the flight temperature required to fly the aircraft.

15. An aircraft comprising a temperature control system according to any one of claims 1 to 14.

16. 1. A temperature control method for controlling a temperature of an internal power supply in an aircraft that flies using power generated by an engine or power charged in an internal power supply, comprising: detecting whether or not power is being supplied from an external power source; a step of using the power supply from the external power source, when power is supplied from the external power source, to heat, cool, or keep warm an internal power source that stores power for starting an engine and for flight, and adjusting the temperature of the internal power source to a temperature at or above which the aircraft can fly; a step of heating, cooling, or keeping warm the internal power source by using the charge of the internal power source based on the temperature state and charge state of the internal power source when there is no power supply from the external power source, and adjusting the temperature of the internal power source to a temperature at or above which the engine can be started; A temperature control method comprising:

17. A temperature control method for controlling the temperature of an internal power source in an aircraft that flies using power generated by an engine or power charged in the internal power source, comprising: detecting whether or not power is being supplied from an external power source; When power is supplied from the external power source, using the power supplied from the external power source to start the engine and heat, cool, or keep warm an internal power source that stores power for flight; When there is no power supply from the external power source, heating, cooling, or keeping warm the internal power source by charging the internal power source based on the temperature state and charging state of the internal power source; and in the step of heating, cooling, or keeping the internal power supply warm when there is no power supply from the external power supply, when there is no power supply from the external power supply, the internal power supply is heated using the charge of the internal power supply in accordance with whether the charge of the internal power supply before or after a predetermined time from the scheduled departure time is equal to or greater than a startable charge amount required to start the engine and whether the temperature of the internal power supply is below a flightable temperature required to fly the aircraft.

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