Flight management system

Abstract

To provide a cruising range calculation device improving the accuracy of the cruising range of an electric moving body moving horizontally and vertically.SOLUTION: A cruising range calculation device 20 includes: a distance calculation unit 26 that calculates the cruising range of an eVTOL 100 that is an electric moving body moving horizontally and vertically; and an output unit 27 that outputs information about the calculation result of the distance calculation unit. The distance calculation unit acquires the corrected remaining power amount obtained by correcting the remaining power amount of the battery 107 included in the eVTOL by the amount of departure and arrival power required at the time of departure and / or arrival of the eVTOL and calculates the cruising range based on the corrected remaining power amount.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] In this specification The disclosure concerns the flight management system. .

Background Art

[0002] Patent Document 1 discloses an apparatus for estimating the cruising range of an electric vehicle. The description of the prior art document is incorporated herein by reference as an explanation of the technical elements in this specification.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the case of an electric moving body that moves in the horizontal and vertical directions, such as an electric vertical takeoff and landing aircraft or an electric submarine, the way of using electric power is significantly different from that of an electric vehicle. Therefore, even if the technology disclosed in Patent Document 1 is used, the cruising range cannot be accurately calculated. From the above viewpoints, or from other viewpoints not mentioned In the flight management system, further improvement is required.

[0005] One object to be disclosed is to improve the accuracy of the cruising range for an electric moving body that moves in the horizontal and vertical directions We provide a flight management system that can handle this. is to do so.

Means for Solving the Problems

[0008] The disclosed one operation management system, which is an operation management system for an electric moving body (100) that moves in the horizontal and vertical directions, a cruising range calculation device (20) that calculates the cruising range of the electric moving body and outputs information regarding the calculation result, An operation management device (30) that manages the operation of an electric mobile vehicle and performs predetermined processing based on the information, Equipped with, The cruising range calculation device obtains a corrected remaining power amount obtained by correcting the remaining power amount of the battery (107) equipped in the electric vehicle by the departure and / or arrival power amount required for the electric vehicle, and calculates the cruising range based on the corrected remaining power amount. The flight control system controls the internal power of the electric vehicle to reduce its power consumption when the remaining range falls below a predetermined value, which is a predetermined value based on the remaining cruising distance. death, The flight management system recalculates the flight plan for the electric vehicle when the remaining range falls below a second predetermined value, which is a predetermined value based on the remaining cruising distance and is smaller than the first predetermined value. Another disclosure is the flight management system, An operation management system for an electrically operated mobile body (100) that moves in the horizontal and vertical directions, A range calculation device (20) that calculates the range of an electric mobile vehicle and outputs information related to the calculation result, An operation management device (30) that manages the operation of an electric mobile vehicle and performs predetermined processing based on the information, Equipped with, The cruising range calculation device obtains a corrected remaining power amount obtained by correcting the remaining power amount of the battery (107) equipped in the electric vehicle by the departure and / or arrival power amount required for the electric vehicle, and calculates the cruising range based on the corrected remaining power amount. The flight control system controls the power inside the electric vehicle to reduce the power consumption of the electric vehicle when the remaining range falls below a first predetermined value, which is a predetermined value based on the remaining cruising distance. The flight management system displays a warning inside the electric mobile vehicle and / or notifies the ground station if the remaining range falls below a third predetermined value, which is a predetermined value based on the remaining cruising distance and is equal to or greater than the first predetermined value.

[0009] Electrically powered vehicles that move horizontally and vertically require a large amount of power during departure and arrival. According to the disclosed flight management system, corrected remaining power is used to calculate the range. The corrected remaining power is obtained by correcting the remaining power of the battery by the amount of power required for departure and / or arrival of the electric vehicle. As a result, the accuracy of the range can be improved for electric vehicles that move horizontally and vertically.

[0012] The various embodiments disclosed in this specification employ different technical means to achieve their respective objectives. The claims and the reference numerals in parentheses in this section are illustrative in their correspondence with the embodiments described later and are not intended to limit the technical scope. The objectives, features, and effects disclosed in this specification will become clearer by referring to the subsequent detailed description and the accompanying drawings.

Brief Description of Drawings

[0013] [Figure 1] It is a diagram showing the power profile of an eVTOL. [Figure 2] It is a diagram showing the configurations of an eVTOL and a ground station. [Figure 3] In the first embodiment, it is a diagram showing the schematic configuration of an operation management system. [Figure 4] It is a block diagram showing a range calculation device. [Figure 5] It is a flowchart showing an example of an operation management method. [Figure 6] It is a flowchart showing an example of an operation management method. [Figure 7] It is a diagram showing a threshold value based on the remaining cruising distance. [Figure 8] It is a flowchart showing an example of an operation management method. [Figure 9] It is a flowchart showing a range calculation method. [Figure 10] It is a flowchart showing a method for calculating the generated power amount. [Figure 11] It is a flowchart showing a method for calculating the electricity cost. [Figure 12] In the second embodiment, it is a diagram showing the schematic configuration of an operation management system. [Figure 13] It is a diagram showing a modification example. [Figure 14] It is a diagram showing a modification example. [Figure 15] In the third embodiment, it is a diagram for explaining a method for calculating the takeoff / landing power amount. [Figure 16] It is a diagram showing a modification example.

Modes for Carrying Out the Invention

[0014] Several embodiments will be described below with reference to the drawings. In each embodiment, the same reference numerals are used for corresponding components, and redundant explanations may be omitted. If only a part of the configuration is described in each embodiment, the configuration of other embodiments described earlier can be applied to the other parts of that configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations from multiple embodiments can be partially combined even if not explicitly stated, as long as there are no particular problems with the combination.

[0015] The range calculation device, flight management system, and programs described below are applicable to electrically powered mobile bodies that move horizontally and vertically. The movement of an electrically powered mobile body may include movement in directions having horizontal and vertical components, i.e., oblique directions. Electrically powered mobile bodies are equipped with motors (rotating electric machines) as the power source for movement. Examples of electrically powered mobile bodies include electric vertical take-off and landing aircraft (eVTOLs), electric short take-off and landing aircraft (eSTOLs), drones, and electric submarines. eVTOL is an abbreviation for electronic Vertical Take-Off and Landing aircraft. eSTOL is an abbreviation for electronic Short distance Take-Off and Landing aircraft. eVTOLs, eSTOLs, and drones are sometimes referred to as electric flying vehicles.

[0016] The electric vehicle may be either a manned or unmanned aircraft. In the case of a manned aircraft, the electric vehicle is controlled by a pilot. In the case of an unmanned aircraft, the electric vehicle may be controlled remotely by a pilot, or it may be automatically remotely controlled by a control system.

[0017] (First Embodiment) First, the power profile of an electric mobile vehicle will be explained based on Figure 1. In the following, an example of an electric VTOL (eVTOL) will be shown.

[0018] <Power Profile> Figure 1 shows the power profile of an eVTOL from takeoff to landing. Period P1 is referred to as the takeoff period, takeoff time, departure period, departure time, etc. Period P2 is referred to as the cruising period, cruising time, etc. Period P3 is referred to as the landing period, landing time, arrival period, arrival time, etc. For convenience, in Figure 1, the required power, i.e., output, is kept constant for almost the entire duration of each of periods P1 and P3.

[0019] The eVTOL ascends from the takeoff point to the cruising start point during period P1. The eVTOL cruises at a predetermined altitude during period P2. The eVTOL descends from the end point of period P2 to the landing point during period P3. The direction of movement of the eVTOL mainly includes a horizontal component during period P2 and mainly includes a vertical component during periods P1 and P3. During periods P1 and P3, when the eVTOL is moving vertically, the eVTOL's motors are required to maintain high power output continuously for a predetermined period. Therefore, the power consumption during takeoff and landing is large. The power consumed during periods P1 and P3 accounts for a large proportion of the total power capacity of the eVTOL's battery.

[0020] Therefore, as will be described later, the range calculation device of this embodiment calculates the range by taking into account the amount of power consumed at departure and / or arrival. For example, if there is a stopover point between the departure point and the destination point, the landing period at the stopover point is also included in the above-mentioned period P3. Also, the takeoff period from the stopover point is also included in the above-mentioned period P1. If a flight with a single charge includes multiple takeoffs and landings, the range calculation device of this embodiment calculates the range by taking into account the amount of power consumed during the multiple takeoffs and landings.

[0021] Furthermore, the power profiles of electric mobile vehicles that move horizontally and vertically other than eVTOLs are similar to those of eVTOLs. For example, in the case of an electric submarine, it descends from the starting point to the cruising start point during period P1, cruises during period P2, and then ascends from the end of the cruising period to the destination during period P3. Therefore, the power consumption is high during the departure and arrival phases when moving vertically.

[0022] <Flight Management System> Figure 2 shows the configuration of the eVTOL and ground station. Figure 3 shows the schematic configuration of the flight management system.

[0023] The flight management system is a system for planning flight schedules, monitoring flight status, collecting and managing flight-related information, and supporting flight operations. At least some of the functions of the flight management system may be located on the onboard computer of the eVTOL 100, as shown in Figure 2. At least some of the functions of the flight management system may be located on an external computer that can communicate wirelessly with the eVTOL 100. An example of an external computer is the server 111 of the ground station 110. The ground station 110 can communicate wirelessly with the eVTOL 100. The ground station 110 can communicate wirelessly with other ground stations.

[0024] As an example, in this embodiment, some of the functions of the flight management system are located in the ECU 101 of the eVTOL 100, and some of the functions of the flight management system are located in the server 111 of the ground station 110. The functions of the flight management system are shared between the ECU 101 and the server 111. ECU is an abbreviation for Electronic Control Unit.

[0025] The ECU 101 is comprised of a processor 102, memory 103, storage 104, and a communication circuit 105 for wireless communication. The processor 102 performs various processes by accessing the memory 103. The memory 103 is a rewritable, volatile storage medium. The memory 103 is, for example, RAM. RAM is an abbreviation for Random Access Memory. The storage 104 is a rewritable, non-volatile storage medium. The storage 104 stores a program 106 that is executed by the processor 102. The program 106 constructs multiple functional units by causing the processor 102 to execute multiple instructions. The ECU 101 may have multiple processors 102.

[0026] Server 111, like ECU 101, is configured with a processor 112, memory 113, storage 114, communication circuit 115, etc. The processor 112 performs various processes by accessing memory 113. Memory 113 is a rewritable volatile storage medium, such as RAM. Storage 114 is a rewritable non-volatile storage medium. Storage 114 stores a program 116 that is executed by the processor 112. Program 116 constructs multiple functional units by causing the processor 112 to execute multiple instructions. Server 111 may have multiple processors 112.

[0027] As shown in Figure 3, the flight management system 10 includes a range calculation device 20 and a flight management device 30. Hereafter, the range calculation device 20 may be simply referred to as the distance calculation device 20. As described above, the flight management system 10 is a system for planning flight schedules, monitoring flight status, collecting and managing flight-related information, and supporting flight operations.

[0028] As described later, the distance calculation device 20 calculates the remaining range considering the amount of power required for takeoff and / or landing of the eVTOL 100, and outputs information regarding the calculation result. As an example, the distance calculation device 20 in this embodiment is functionally located within the ECU 101 of the eVTOL 100. Details of the distance calculation device 20 will be described later.

[0029] The flight management device 30 is responsible for the remaining functions of the flight management system 10, excluding the function of calculating the flight range. The flight management device 30 manages the operation of the eVTOL 100 and performs predetermined processing based on the information output by the distance calculation device 20. The flight management device 30 formulates a flight plan based on input from a terminal (not shown), for example.

[0030] As an example, the flight control system 30 of this embodiment has an external control unit 31 and an internal control unit 32. The external control unit 31 is functionally located within the server 111 of the ground station 110. The internal control unit 32 is functionally located within the ECU 101 of the eVTOL 100. Thus, some of the functions of the flight control system 30 are located in the server 111, and other functions are located in the ECU 101. The external control unit 31 and the internal control unit 32 can communicate wirelessly with each other. The internal control unit 32 can communicate with various devices located on the eVTOL 100 via wired or wireless means.

[0031] <Cruising Range Calculation Device> Figure 4 shows the functional blocks of the cruising range calculation device. As an example, the distance calculation device 20 of this embodiment includes a remaining distance calculation unit 21, a remaining energy calculation unit 22, an energy energy calculation unit 23, a remaining energy correction unit 24, an energy consumption calculation unit 25, a distance calculation unit 26, and an output unit 27.

[0032] The remaining distance calculation unit 21 calculates the remaining distance. The remaining distance is the planned cruising distance before takeoff and the remaining cruising distance, i.e., the remaining cruising distance, during cruising. Before takeoff, the remaining distance calculation unit 21 obtains the flight plan from the flight management device 30 and calculates the planned cruising distance. During cruising, the remaining distance calculation unit 21 obtains data such as the cruising position and route information of the eVTOL 100 from the flight management device 30 and calculates the remaining cruising distance.

[0033] The remaining power calculation unit 22 calculates the remaining power of the battery 107 equipped in the eVTOL 100. The remaining power is sometimes referred to as the battery charge. The battery 107 is a rechargeable secondary battery capable of storing DC power. Secondary batteries include, for example, lithium-ion batteries and nickel-metal hydride batteries. In addition to secondary batteries, fuel cells and generators may also be used as the battery 107. The battery 107 supplies power to an electric propulsion unit (EPU), auxiliary equipment, ECU 101, etc. (not shown). EPU is an abbreviation for Electric Propulsion Unit. The EPU has a motor and an inverter and rotates a propeller (not shown) that provides thrust to the eVTOL 100.

[0034] The remaining charge calculation unit 22 acquires data related to the battery 107 and calculates the remaining energy. For example, the remaining charge calculation unit 22 acquires data related to the battery 107 from the BMS 108, which monitors the status of the battery 107. BMS 108 is an abbreviation for Battery Management System. The remaining charge calculation unit 22 may also acquire data from a sensor (not shown) that detects the status of the battery 107. The remaining charge calculation unit 22 may also acquire data from a battery ECU (not shown) that is configured to communicate with the BMS 108 and controls the battery 107.

[0035] The power calculation unit 23 calculates the takeoff and landing power, which is the amount of power required for the eVTOL 100 at departure and / or arrival. The power calculation unit 23 estimates the takeoff and landing power required for the current flight (flight) through calculation. The takeoff and landing power is the amount of takeoff power required for period P1 and / or the amount of landing power required for period P3. If a flight with one charge includes multiple takeoffs and landings, the power calculation unit 23 calculates the amount of power required for multiple takeoffs and landings as the takeoff and landing power. As an example, the power calculation unit 23 in this embodiment calculates the takeoff and landing power based on historical information, that is, data on past takeoff and landing power.

[0036] The remaining energy correction unit 24 obtains the remaining energy and the departure / arrival energy and calculates the corrected remaining energy. For example, the remaining energy correction unit 24 obtains the remaining energy from the remaining energy calculation unit 22 and the departure / arrival energy from the energy calculation unit 23. The corrected remaining energy is sometimes referred to as the corrected remaining energy. The corrected remaining energy is the remaining energy corrected by the departure / arrival energy. The remaining energy correction unit 24 estimates the corrected remaining energy, that is, the amount of energy available during cruising, by subtracting the departure / arrival energy from the remaining energy.

[0037] The energy consumption calculation unit 25 calculates the energy consumption of the eVTOL 100 during cruising. The energy consumption calculation unit 25 calculates the energy consumption during cruising based, for example, on the amount of power consumed and the cruising distance during past cruising flights. The energy consumption calculation unit 25 may also calculate the energy consumption during cruising based, for example, on the remaining distance of the current flight and the amount of power consumed in past flights on the same route corresponding to the remaining distance of the current flight. As described above, the remaining distance is the planned cruising distance before takeoff and the remaining cruising distance during cruising. The energy consumption calculation unit 25 obtains data on past power consumption from, for example, the flight control system 30.

[0038] The distance calculation unit 26 obtains the corrected remaining power and calculates the remaining range based on the corrected remaining power. The distance calculation unit 26 estimates the remaining range by dividing the corrected remaining power by the cruising energy consumption. For example, the distance calculation unit 26 obtains the corrected remaining power from the remaining power correction unit 24 and the cruising energy consumption from the energy consumption calculation unit 25.

[0039] The output unit 27 obtains the calculation result from the distance calculation unit 26 and outputs information regarding the calculation result to the outside of the distance calculation device 20. As an example, the output unit 27 outputs the remaining range to the in-flight display of the eVTOL 100. The output unit 27 may also output at least one of the remaining cruising distance, the difference between the remaining cruising distance and the remaining cruising distance, and the margin of the remaining cruising distance relative to the remaining cruising distance, along with the remaining range. The output unit 27 may also output information regarding the calculation result to the flight management device 30.

[0040] As an example, the output unit 27 outputs the authentication result of the cruising range for the flight plan to the flight management device 30. The output unit 27 determines, that is, authenticates, whether the cruising range obtained from the distance calculation unit 26 satisfies the cruising plan distance based on the flight plan.

[0041] Note that the above configuration is merely an example. The distance calculation device 20 may include at least a distance calculation unit 26 and an output unit 27. The distance calculation device 20 may also include at least a remaining energy correction unit 24 and a distance calculation unit 26. The distance calculation device 20 may acquire the remaining energy calculated externally, for example, by a BMS 108. The distance calculation device 20 may include a remaining energy acquisition unit instead of a remaining energy calculation unit 22, or the calculated remaining energy may be acquired by the remaining energy correction unit 24.

[0042] The distance calculation device 20 may acquire the remaining distance (cruising plan distance, remaining cruising distance) calculated by an external device, such as the flight management device 30.

[0043] The distance calculation device 20 may acquire takeoff and landing power (takeoff and landing power) calculated externally, for example, by the flight management device 30. The distance calculation device 20 may be equipped with a power acquisition unit instead of a power calculation unit 23, or the calculated takeoff and landing power may be acquired by a remaining power correction unit 24.

[0044] The distance calculation device 20 may acquire corrected remaining power calculated by an external device, such as the flight management device 30. The distance calculation device 20 may acquire cruising energy consumption calculated by an external device, such as the flight management device 30. The distance calculation device 20 may be equipped with an energy consumption acquisition unit instead of an energy consumption calculation unit 25, or the calculated energy consumption may be acquired by the distance calculation unit 26.

[0045] <Flight control system> As shown in Figure 4, as an example, the in-flight management unit 32 of the flight management device 30 includes a determination unit 321, a control unit 322, and a replanning unit 323.

[0046] The determination unit 321 compares the remaining cruising range with a threshold value based on the remaining cruising range and determines whether the remaining cruising range is greater than or equal to the threshold value. The flight management device 30 then performs processing according to this determination result.

[0047] The control unit 322 controls the EPU and auxiliary equipment (not shown) of the eVTOL 100. The control unit 322 may, for example, control the drive of the inverters and motors that constitute the EPU according to control signals from a flight control system (not shown) provided by the eVTOL 100. The control unit 322 may also perform flight control. In this case, the control unit 322 performs various processes related to flight control. These processes include, for example, generating a control signal indicating the target rotational speed of the propeller to achieve a specified flight state. They also include generating a control signal indicating the target tilt angle of the propeller, and generating a control signal indicating the target position of flaps (not shown) that adjust the lift of the eVTOL 100. The control unit 322 performs the above-mentioned processes and flies the eVTOL 100 in a flight state corresponding to piloting by the pilot or remote control by the control system.

[0048] The control unit 322 controls auxiliary equipment, such as the air conditioning system. The control unit 322 acquires internal air information, indicating the temperature and humidity inside the aircraft, and external air information, indicating the temperature and humidity outside the aircraft, from each sensor mounted on the eVTOL 100. The control unit 322 acquires setting information, such as the set temperature, set at the input terminal. The control unit 322 controls the air conditioning system based on the internal air information, external air information, and setting information. The control unit 322 switches the control mode of the EPU and auxiliary equipment according to the determination result of the determination unit 321.

[0049] The replanning unit 323 executes a replanning process if, as a result of the determination by the determination unit 321, it is determined that a replanning of the flight plan is necessary. Instead of the configuration shown in Figure 4, the external management unit 31 may be given the function of executing the replanning process.

[0050] <Operational Management Methods> Figure 5 shows the processes that the flight management system performs during flight planning or before takeoff. Figure 6 shows the processes that the flight management system performs during cruising. Figure 7 shows the thresholds set by the flight management unit. Figure 8 shows the processes that the flight management system performs during charging. The execution of the flight management programs 106,116 by processors 102,112 corresponds to the execution of the flight management method. At least a portion of the flight management programs 106,116 may be stored in the corresponding storage 104,114 using, for example, OTA technology. OTA is an abbreviation for Over The Air.

[0051] The flight management system 10 performs the processes shown in Figure 5 during flight planning or before takeoff. First, the distance calculation device 20 performs the calculation of the remaining range (step S10). The distance calculation device 20 calculates the cruising plan distance along with the remaining range. The calculation of the remaining range will be described later.

[0052] Next, the distance calculation device 20 determines, or certifies, whether the remaining range satisfies the planned cruising range (step S11).

[0053] If the remaining range in step S11 is greater than the planned cruising range, the distance calculation device 20 outputs a certification result to the flight management device 30 indicating that the remaining range satisfies the flight plan (step S12).

[0054] If the external control unit 31 of the flight management device 30 obtains a certification result indicating that the flight plan is satisfied, it approves the flight or permits takeoff (step S13). Alternatively, the internal control unit 32 may perform the process in step S13 instead of the external control unit 31. The flight management system 10 then completes the series of processes.

[0055] On the other hand, if the remaining range is less than or equal to the planned cruising range, the distance calculation device 20 outputs an authentication result to the flight management device 30 indicating that the remaining range does not satisfy the flight plan (step S14). The processes in steps S11, S12, and S14 correspond to the output unit 27.

[0056] When the flight management device 30 obtains this authentication result, it performs the process of recalculating the flight plan or the process of charging the battery 107 (step S15). After the execution of step S15, the flight management system 10 performs the processes from step S10 onwards again. The flight management device 30 recalculates the flight plan, and when the recalculation is complete, it performs the processes from step S10 onwards again. The flight management device 30 sends a charging instruction signal to, for example, a charger (not shown) and / or the target eVTOL 100, and when it receives a charging completion signal, it performs the processes from step S10 onwards again.

[0057] The flight management system 10 repeatedly executes the process shown in Figure 6 at predetermined intervals during the cruising phase of the eVTOL 100, i.e., during period P2. First, the distance calculation device 20 performs the calculation of the remaining range (step S20). The distance calculation device 20 calculates the remaining cruising distance along with the remaining range. The calculation of the remaining range will be described later.

[0058] Next, the distance calculation device 20 outputs information regarding the calculation result (step S21). The distance calculation device 20 outputs the remaining range to the in-flight display unit of the eVTOL 100. The output unit 27 may output to the in-flight display unit, along with the remaining range, the remaining cruising distance, the difference between the remaining range and the remaining cruising distance, and at least one of the margin of remaining range relative to the remaining cruising distance. The distance calculation device 20 outputs the remaining range and the remaining cruising distance to the flight control device 30 as information regarding the calculation result.

[0059] Next, the determination unit 321 of the in-flight management unit 32 sets thresholds based on the remaining cruising distance and compares them with the remaining range. As shown in Figure 7, the determination unit 321 sets a first threshold Th1, a second threshold Th2, and a third threshold Th3 as distance thresholds. The relationship of lengths is first threshold Th1 ≥ second threshold Th2 > third threshold Th3. The second threshold Th2 may be equal to the first threshold Th1. For example, in Figure 7, the second threshold Th2 is smaller than the first threshold Th1. The first threshold Th1 and the second threshold Th2 are longer than the remaining cruising distance. The third threshold Th3 is, for example, less than or equal to the remaining cruising distance. The first threshold Th1, the second threshold Th2, and the third threshold Th3 may be set, for example, by adding a preset value to the remaining cruising distance. The third threshold Th3 is set by adding a negative value. It may also be set by multiplying the remaining cruising distance by a preset ratio.

[0060] First, the determination unit 321 compares the first threshold Th1 with the remaining range and determines whether the remaining range is greater than or equal to the first threshold Th1 (step S22). If the remaining range ≥ the first threshold Th1, the remaining power of the battery 107 is deemed sufficient for operation, and the series of processes is terminated.

[0061] If the remaining range is less than the first threshold Th1, the determination unit 321 compares the remaining range with the second threshold Th2 and determines whether the remaining range is greater than or equal to the second threshold Th2 (step S23). If the remaining range ≥ the second threshold Th2, the control unit 322 performs a notification process to the in-flight and / or ground station 110 of the eVTOL 100 (step S24) and terminates the series of processes. The notification process is a warning process. The notification process displays a warning on the in-flight display device. Notification to the ground station 110 is particularly effective in the case of an unmanned aircraft.

[0062] If the cruising range is less than the second threshold Th2, the determination unit 321 compares the cruising range with the third threshold Th3 and determines whether the cruising range is greater than or equal to the third threshold Th3 (step S25). If the second threshold Th2 > cruising range ≥ third threshold Th3, the control unit 322 switches the control mode to reduce the power consumption of the eVTOL 100 (step S26) and terminates the series of processes. The control unit 322 switches the EPU control mode from normal mode to power-saving mode, for example, to the extent that it does not interfere with the flight plan. The control unit 322 switches the control mode of auxiliary equipment such as air conditioning systems from normal mode to power-saving mode. In power-saving mode, the control unit 322 stops the auxiliary equipment for a certain period of time, for example, to the extent that it does not cause any problems if stopped.

[0063] If the remaining range is less than the third threshold Th3, the replanning unit 323 of the flight management device 30 replans the flight plan (step S27) and terminates the series of processes. The replanning unit 323 changes to an optimal route and / or altitude, for example, to reduce power consumption during cruising. The replanning unit 323 lowers the cruising altitude, for example, to reduce the amount of power required for landing. If the remaining range is still less than the third threshold Th3 even with the replanned flight plan, the replanning unit 323 selects an emergency landing site, for example, a nearby charging spot, and notifies the emergency landing site to obtain permission to land. If permission is obtained, the replanning unit 323 replans the flight plan to land at the emergency landing site.

[0064] The flight management system 10 performs the process shown in Figure 8 during charging. First, the distance calculation device 20 performs the calculation of the remaining range (step S30). The distance calculation device 20 calculates the cruising plan distance along with the remaining range. The calculation of the remaining range will be described later.

[0065] Next, the distance calculation device 20 determines whether the remaining range is less than or equal to the planned cruising distance (step S31). If the remaining range > planned cruising distance, the flight management system 10 terminates the series of processes.

[0066] If the cruising range is less than or equal to the planned cruising distance, the distance calculation device 20 outputs information regarding the determination result to the flight management device 30 (step S32). The processing in steps S31 and S32 corresponds to the output unit 27.

[0067] When the flight control device 30 obtains information regarding the determination result, it calculates the amount of charging power required for the remaining range to exceed the planned cruising range (step S33). Next, the flight control device 30 performs the charging process of the battery 107 to charge the calculated amount of charging power (step S34), and then terminates the series of processes.

[0068] <Method for calculating cruising range> Figure 9 shows the processing of steps S10, S20, and S30 described above, that is, the method for calculating the remaining range. The method for calculating the remaining range is the processing performed by the remaining range calculation device 20, excluding the output processing.

[0069] As shown in Figure 9, the distance calculation device 20 first calculates the remaining distance (step S40). The processing in step S40 corresponds to the remaining distance calculation unit 21. Before takeoff, including during flight planning, the distance calculation device 20 obtains the flight plan from the flight management device 30 and calculates the planned cruising distance. During cruising, the distance calculation device 20 obtains data such as the cruising position and route information of the eVTOL 100 from the flight management device 30 and calculates the remaining cruising distance.

[0070] Next, the distance calculation device 20 calculates the remaining energy of the battery 107, that is, the remaining battery capacity (step S41). The processing in step S41 corresponds to the remaining energy calculation unit 22. The distance calculation device 20, for example, obtains data about the battery 107 from the BMS 108 and calculates the remaining energy capacity based on the obtained data.

[0071] The distance calculation device 20 calculates the remaining energy using a known method. The distance calculation device 20 may calculate the remaining energy based, for example, the state of charge (SOC) and the full charge capacity. The distance calculation device 20 may also calculate the remaining energy based, for example, the internal resistance values, open-circuit voltage (OCV), and battery temperature of the multiple battery cells that make up the battery 107. SOC is an abbreviation for State of Charge. OCV is an abbreviation for Open Circuit Voltage.

[0072] Next, the distance calculation device 20 calculates the amount of power generated and received (step S42). The process in step S42 corresponds to the power amount calculation unit 23. Figure 10 shows the method for calculating the amount of power generated and received.

[0073] The distance calculation device 20 first acquires historical information, that is, data on past takeoff and landing power consumption (step S420). The distance calculation device 20 acquires historical information from, for example, the flight management device 30. The historical information may be the absolute value of power consumption at departure and / or arrival, or it may be a power profile. The flight management device 30 collects historical information from each aircraft and / or each ground station 110 and stores it in storage.

[0074] The historical information should preferably include, for example, historical information for the departure and / or arrival points of the current flight. The historical information should preferably include historical information for the same aircraft model as the current aircraft. More preferably, historical information for the departure and / or arrival points of the current flight for the same aircraft model should be used. The historical information for the same aircraft model may or may not include data for the current aircraft. Of course, only the historical information for the current aircraft may be used as the historical information.

[0075] Next, the distance calculation device 20 acquires weather information and / or cruising information (step S421). The distance calculation device 20 acquires information on factors affecting takeoff and landing. The distance calculation device 20 acquires this information, for example, from the external control unit 31 (ground station 110) of the flight control device 30. The weather information is weather information for the takeoff point and / or landing point. The weather information may include atmospheric pressure, wind speed, rainfall and snowfall at each altitude. The cruising information may include the cruising altitude and payload of the eVTOL 100.

[0076] The distance calculation device 20 calculates the amount of power generated and received based on the acquired information (step S422). The distance calculation device 20 estimates the amount of power generated and received using a map or regression model created based on the acquired historical information. However, if the variation in the absolute value of the power consumption is within a predetermined range, that is, if the variation is small, the distance calculation device 20 may use the maximum value of the variation as the amount of power generated and received. If the power profile is within a predetermined range, that is, if the change in required power is small, the distance calculation device 20 may, for example, multiply the maximum power value in the profile by the output time to obtain the amount of power generated and received.

[0077] In this embodiment, the amount of power required for takeoff and landing is calculated considering weather information and / or cruising information. When weather conditions are severe, for example, the difficulty of takeoff and landing increases, and the time required for takeoff and landing increases. The higher the cruising altitude, the longer the vertical distance traveled. Also, the more difficult it is. Therefore, the higher the cruising altitude, the longer the time required for takeoff and landing. The larger the payload weight, the higher the output required. Also, the more difficult it is. Therefore, the larger the payload weight, the longer the time required for takeoff and landing.

[0078] The distance calculation device 20 in this embodiment creates a map and a multiple regression model by adding weather information and cruising information to historical information, and estimates the departure and arrival power. In other words, it corrects the departure and arrival power by considering weather information and / or cruising information. Alternatively, the departure and arrival power may be calculated based on historical information, and then the calculated departure and arrival power may be corrected based on weather information and / or cruising information.

[0079] If you plan to perform one takeoff and landing per charge, the takeoff and landing energy required before takeoff is the sum of the energy needed for one takeoff and one landing. If you plan to perform takeoffs and landings at multiple locations per charge, the takeoff and landing energy required is the sum of the energy needed for multiple takeoffs and multiple landings. For example, if you plan to perform one takeoff and landing, the takeoff and landing energy required during cruising is the energy needed for one landing. Takeoff and landing energy is the amount of energy that will be needed for takeoff and landing.

[0080] Next, the distance calculation device 20 adds a margin to the calculated takeoff and landing power (step S423) and terminates the series of processes. The margin indicates, for example, a predetermined margin. The margin is, for example, the amount of power required to retry landing more than a predetermined number of times, i.e., the reserve power.

[0081] The margin may be set according to the pilot's skill level. For example, the higher the skill level, the smaller the margin; the lower the skill level, the larger the margin. Skill level can be set based on pilot information entered from a terminal when planning the flight, such as flight history and number of flights.

[0082] After calculating the departure and arrival power, the distance calculation device 20 calculates the corrected remaining power as shown in Figure 9 (step S43). The processing in step S43 corresponds to the remaining power correction unit 24. The distance calculation device 20 calculates the corrected remaining power based on the remaining power calculated in step S41 and the departure and arrival power calculated in step S42. The distance calculation device 20 estimates the corrected remaining power, that is, the amount of power available for cruising, by subtracting the departure and arrival power from the remaining power.

[0083] Next, the distance calculation device 20 calculates the power consumption during cruising (step S44). The process in step S44 corresponds to the power consumption calculation unit 25. Figure 11 shows the method for calculating power consumption.

[0084] The distance calculation device 20 first acquires the data necessary to calculate the power consumption during cruising (period P2) (step S440). For example, the distance calculation device 20 acquires the power consumption during past cruising periods from the flight management device 30.

[0085] For past power consumption data, it is preferable to use historical data where the operating conditions are nearly identical or similar to those of the current flight. This historical data can, of course, be data for the current aircraft. It can also be historical data for the same flight path as the current flight, or even historical data for the same aircraft type. For example, historical data for the same aircraft type, with the same flight path and similar weather conditions is preferable. Historical data for the same aircraft type may or may not include data for the current aircraft. When calculating power consumption during the cruising period, the power consumption up to that point in the cruising period may be used as historical data.

[0086] The distance calculation device 20 may estimate the power consumption during cruising using the same method as for calculating the power consumption for departure and arrival. In other words, the distance calculation device 20 may obtain the absolute value or power profile of the power consumption during past cruising and estimate the power consumption using a map or regression model created based on the obtained information.

[0087] Next, the distance calculation device 20 calculates the power consumption during cruising (step S441). The distance calculation device 20 estimates the power consumption during cruising for the current flight by, for example, dividing the cruising distance during past cruising flights by the amount of power consumed. Alternatively, the distance calculation device 20 may estimate the power consumption during cruising for the current flight by, for example, dividing the remaining distance of the current flight by the amount of power consumed in past flights on the same route that corresponded to the remaining distance of the current flight. The distance calculation device 20 uses the planned cruising distance before takeoff and the remaining cruising distance during cruising as the remaining distance.

[0088] Next, the distance calculation device 20 acquires altitude information (step S442). The altitude information is, for example, information on the cruising altitude and / or the variation in the cruising altitude. The altitude information may be, for example, the absolute value of the cruising altitude or the profile of the cruising altitude. The distance calculation device 20 may acquire altitude information based on the flight plan from, for example, the flight management device 30. In the middle of the cruising period, the distance calculation device 20 may acquire altitude information for the cruising period up to that point from the flight management device 30.

[0089] Next, the distance calculation device 20 corrects the power consumption based on the acquired altitude information (step S443), and then terminates the series of processes. The density of the air, that is, air resistance, which affects power consumption, changes with cruising altitude. The higher the cruising altitude, the lower the air resistance and the better the power consumption. Also, fluctuations in cruising altitude are accompanied by fluctuations in output. For this reason, in this embodiment, power consumption is corrected based on altitude information.

[0090] After calculating the power consumption, the distance calculation device 20 calculates the remaining range as shown in Figure 9 (step S45). The processing in step S45 corresponds to the distance calculation unit 26. The distance calculation device 20 estimates the remaining range by dividing the corrected remaining power amount calculated in step S43 by the power consumption calculated in step S44.

[0091] The above-described method for calculating the remaining range is merely one example. The method for calculating the remaining range only needs to include at least the calculation of the corrected remaining power in step S43 and the calculation of the remaining range in step S45. For example, the flight control device 30 may be configured to calculate the corrected remaining power and obtain the corrected remaining power in step S43.

[0092] The flight management device 30 may be configured to calculate the remaining distance, and the remaining distance may be obtained in step S40. In this case, only the remaining range needs to be output to the flight management device 30 in step S21. The BMS 108 or the flight management device 30 may be configured to calculate the remaining power of the battery 107, and the remaining power may be obtained in step S41.

[0093] The flight management device 30 may be configured to calculate the amount of power used for departure and arrival, and the amount of power used for departure and arrival may be obtained in step S42. Alternatively, the flight management device 30 may be configured to calculate the energy consumption, and the energy consumption may be obtained in step S44.

[0094] <Summary of the First Embodiment> As shown in Figure 1, electric mobile vehicles such as the eVTOL 100, which move in both horizontal and vertical directions, require high output for a predetermined period of time during departure and arrival, when moving with a vertical component. In other words, the proportion of the power used for departure and arrival to the total energy capacity of the battery 107 is high. Due to the high output or high energy capacity, the power used for departure and arrival is prone to errors.

[0095] According to the distance calculation device 20 (range calculation device 20) of this embodiment, corrected remaining power is used to calculate the range. The corrected remaining power is obtained by correcting the remaining power of the battery 107 by the amount of power required for departure and / or arrival of the electric vehicle. As a result, the accuracy of estimating the range of an electric vehicle moving in the horizontal and vertical directions can be improved.

[0096] The departure and arrival power may be a preset value (a predetermined value). However, the power profile at departure and / or arrival may vary depending on the characteristics of the departure and arrival points, the pilot's skill level, etc. The distance calculation device 20 has a function to calculate the departure and arrival power as an example. The distance calculation device 20 calculates the departure and arrival power based on historical information, that is, data on past departure and arrival power. By using historical information, the influence of fluctuating factors can be taken into consideration, and the accuracy of the departure and arrival power, and consequently the accuracy of the cruising range, can be improved. For example, even on a route being operated for the first time, the accuracy of the cruising range can be improved.

[0097] The characteristics of the departure and arrival points include, for example, wind direction, wind speed, atmospheric pressure, and weather. These characteristics affect the difficulty of departure (takeoff) and arrival (landing). The distance calculation device 20 calculates the amount of power used for departure and / or arrival using, as an example, historical information that includes information on past power used for departure and / or arrival at the target departure and / or arrival points. In other words, it calculates the amount of power used for departure and / or arrival considering the difficulty of the location. This historical information may also include data from other aircraft. Therefore, the accuracy of the remaining range can be further improved.

[0098] Ease of operation and output characteristics vary depending on the model (type) of the electric mobile vehicle. The distance calculation device 20 calculates the amount of power used for departure and arrival using historical information, including information on past departure and arrival power used for the same model of electric mobile vehicle. This improves the accuracy of the departure and arrival power calculation, and consequently, the accuracy of the flight range. More preferably, historical information of the departure and / or arrival points for the current flight, for the same model of vehicle, is used.

[0099] The difficulty of departure and arrival varies depending on weather conditions. Furthermore, the difficulty of departure and arrival also varies depending on cruising conditions such as cruising altitude and payload. The distance calculation device 20, as an example, corrects the departure and arrival power based on weather information for the target departure and / or arrival points, and / or cruising information. This improves the accuracy of the departure and arrival power, and consequently, further improves the accuracy of the cruising range.

[0100] Air density, or air resistance, which affects fuel efficiency, changes with cruising altitude. Air resistance decreases at higher cruising altitudes. Furthermore, fluctuations in cruising altitude are accompanied by fluctuations in power output. The distance calculation device 20 has a function to calculate fuel efficiency during cruising, for example, and corrects the fuel efficiency based on the cruising altitude or altitude fluctuations. This improves the accuracy of fuel efficiency, and consequently, the accuracy of the remaining range.

[0101] The flight management system 10 of this embodiment includes a flight management device 30 and the distance calculation device 20 described above. The distance calculation device 20 uses corrected remaining power to calculate the cruising range. As a result, the accuracy of estimating the cruising range of an electrically powered mobile body moving in the horizontal and vertical directions can be improved.

[0102] The flight management device 30, for example, displays a warning inside the electric vehicle and / or notifies the ground station when the remaining range falls below a first threshold Th1 based on the remaining cruising distance. By utilizing the calculation result of the remaining range and issuing a warning at an early stage, it encourages the reduction of power consumption. This reduces the risk of insufficient power to reach the destination.

[0103] For example, the flight control device 30 controls the power inside the electric vehicle to reduce its power consumption when the remaining range, which is a value based on the remaining cruising distance, falls below the second threshold Th2, which is a value less than or equal to the first threshold Th1. In other words, it switches the control to reduce power consumption. This increases the margin of the cruising range and reduces the risk of power shortage.

[0104] The flight management device 30 recalculates the flight plan for the electric vehicle when the remaining range, which is a value based on the remaining cruising distance, falls below the third threshold Th3, which is a value smaller than the second threshold Th2. Since the flight plan is immediately recalculated when the third threshold Th3 is not met, emergency response can be expedited.

[0105] The distance calculation device 20, for example, certifies the cruising range against the cruising plan when planning the operation of an electric vehicle or before departure, and outputs the certification result. When the operation management device 30 obtains a certification result that the cruising range satisfies the cruising plan, it approves the operation plan or grants permission for departure. In this way, the distance calculation device 20 certifies the calculated cruising range. Therefore, the operation management device 30 can efficiently approve the operation plan and grant permission for departure.

[0106] The flight control system 30 manages the charging of the electric vehicle so that the cruising range satisfies the flight plan. Because the flight control system 30 manages the operation of the electric vehicle, it can also efficiently manage charging. Charging management in accordance with the flight plan is possible.

[0107] The program 106 of this embodiment is applied to an electrically powered mobile body that moves in the horizontal and vertical directions. The program 106 includes causing at least one processor 102 (processing unit) to calculate the cruising range based on a corrected remaining power amount obtained by correcting the remaining power amount of the battery 107 by the power amount for starting and stopping, and outputting information regarding the calculation result. The program 106 uses the corrected remaining power amount to calculate the cruising range. As a result, the accuracy of estimating the cruising range of an electrically powered mobile body that moves in the horizontal and vertical directions can be improved.

[0108] (Second Embodiment) This embodiment is a modification based on a prior embodiment, and the description of the prior embodiment can be referenced. In the prior embodiment, the cruising range calculation device was functionally located in the ECU. Alternatively, the cruising range device may be functionally located in a computer other than the ECU.

[0109] Figure 12 shows the functional arrangement of the flight management system 10 according to this embodiment. The range calculation device 20 is functionally located in the BMS 108. The BMS 108 also includes a processor (not shown), RAM, and storage for programs. Similar to the prior embodiment, the external management unit 31 of the flight management system 30 is functionally located in the server 111 of the ground station 110. The internal management unit 32 is functionally located in the ECU 101. The other configurations are the same as those described in the prior embodiment.

[0110] <Summary of the second embodiment> In this embodiment, the distance calculation device 20 is located in the BMS 108 of the eVTOL 100, and the in-flight management unit 32 of the flight management device 30 is located in the ECU 101. Even with this functionally divided configuration, the same effects as those described in the prior embodiment can be achieved.

[0111] For example, the distance calculation device 20 functionally located in the BMS108 uses corrected remaining power to calculate the remaining range. Therefore, the accuracy of estimating the remaining range can be improved for electric mobile bodies moving in the horizontal and vertical directions.

[0112] <Variation> As described in the prior embodiments, at least some of the functions of the flight management system 10 may be located on the onboard computer of the eVTOL 100. At least some of the functions of the flight management system 10 may be located on an external computer that can communicate wirelessly with the eVTOL 100. All functions may be located on the eVTOL 100, or all functions may be located on the server 111 of the ground station 110.

[0113] For example, as shown in Figure 13, the range calculation device 20 may be functionally located in the server 111 of the ground station 110. In Figure 13, the range calculation device 20 and the external control unit 31 are located in the server 111. The internal control unit 32 is located in the ECU 101 of the eVTOL 100.

[0114] As shown in Figure 14, the range calculation device 20 may be functionally located in an external computer (not shown) of the charger 120. In Figure 14, the in-flight management unit 32 is located in the ECU 101, and the external management unit 31 is located in the server 111. The charger 120 is used to charge the battery 107 of the eVTOL 100. Unlike the ground station 110, it does not communicate wirelessly with the eVTOL 100 after takeoff. Therefore, the range calculation device 20 located in the charger 100 performs calculations during flight planning, before takeoff, and during charging.

[0115] (Third embodiment) This embodiment is a modification based on a prior embodiment, and the description of the prior embodiment can be referenced. In the prior embodiment, the amount of power generated and received was calculated based on historical information. Alternatively, the amount of power generated and received may be calculated based on the state of charge (SOC) dependence of the battery's maximum output.

[0116] Figure 15 shows the SOC dependence of the maximum output of a battery that can continuously output for a predetermined time. The min value shown in Figure 15 represents the minimum SOC at which the battery can continuously output the output A required for takeoff and landing for a predetermined time, i.e., the minimum amount of power required for takeoff and landing can be secured. For example, if min is 30%, takeoff and landing are possible when the SOC is 30% or higher. Takeoff and landing are not possible when the SOC is below 30%.

[0117] The distance calculation device 20 (power calculation unit 23) has, for example, a map showing the SOC dependence of the maximum output of the battery 107, output A, and a predetermined time in advance, and calculates the minimum SOC and, consequently, the amount of power generated and received. The map, output A, and time are set, for example, based on data acquired during testing. The other configurations are the same as those described in the prior embodiment.

[0118] <Summary of the third embodiment> The output performance of battery 107 is affected, for example, by the State of Charge (SOC). Therefore, the amount of power generated and received tends to fluctuate depending on the SOC. In this embodiment, the distance calculation device 20 calculates the amount of power generated and received based on the SOC dependence of the maximum output of battery 107. This allows for the calculation of the amount of power generated and received in a simpler way than using historical information.

[0119] Note that the map is not the only way to show the SOC dependence of the maximum output of battery 107. The amount of power generated and received may be estimated using a battery model. The power profile (map) is not limited to the example shown above. An example where the power is constant for a predetermined time has been shown, but it is not limited to this. Calculations may also be performed based on a power profile that fluctuates over time. In this case, the amount of power generated and received may be obtained by integration, i.e., interval integration.

[0120] <Variation> As shown in Figure 16, the output performance of battery 107 is affected by battery temperature and battery degradation. The solid line in Figure 16 indicates a state where the battery temperature has decreased or the battery has degraded compared to the dashed line. When the battery temperature decreases, the internal resistance of battery 107 increases, and the output decreases. Similarly, when battery 107 degrades, the internal resistance increases, and the output decreases. Thus, the minimum SOC required to continuously output output A for a predetermined time fluctuates depending on the battery temperature and battery degradation. For example, a decrease in temperature results in a higher minimum SOC compared to before the decrease. Therefore, the amount of power generated and received may be corrected based on the battery temperature or battery degradation. This improves the accuracy of the estimation of the amount of power generated and received.

[0121] The calculation method described in this embodiment may be combined with the calculation method for generated and received power described in the prior embodiment. This is expected to produce synergistic effects. For example, the generated and received power may be calculated based on historical information and corrected based on battery temperature or battery degradation.

[0122] (Other embodiments) The disclosures in this specification and drawings are not limited to the exemplary embodiments. The disclosures include the exemplary embodiments and variations thereof by those skilled in the art. For example, the disclosures are not limited to combinations of parts and / or elements shown in the embodiments. The disclosures are implementable in a variety of combinations. The disclosures may have additional parts that can be added to the embodiments. The disclosures include those in which parts and / or elements of the embodiments have been omitted. The disclosures include substitutions or combinations of parts and / or elements between one embodiment and another. The scope of the disclosed technical areas is not limited to the descriptions of the embodiments. Some of the scope of the disclosed technical areas are indicated by the claims and should be understood to include all modifications within the meaning and scope equivalent to the claims.

[0123] The disclosures in the specification and drawings are not limited by the claims. The disclosures in the specification and drawings encompass the technical ideas described in the claims and extend to a wider and more diverse range of technical ideas than those described in the claims. Therefore, a variety of technical ideas can be extracted from the disclosures in the specification and drawings without being bound by the claims.

[0124] When an element or layer is referred to as “on top of,” “connected to,” “connected to,” or “joined,” it may be directly on top of, connected to, connected to, or joined to another element or layer, and there may also be an intervening element or layer. In contrast, when an element is referred to as “directly on top of,” “directly connected to,” “directly connected to,” or “directly joined to” another element or layer, there is no intervening element or layer. Other words used to describe relationships between elements should be interpreted in a similar manner (e.g., “between” vs. “directly between,” “adjacent” vs. “directly adjacent,” etc.). As used in this specification, the term “and / or” includes any combination with respect to one or more of the enumerated items relating to the relationship, and all combinations thereof.

[0125] The various flowcharts shown in this disclosure are all examples, and the number of steps constituting the flowchart and the order of execution of the processes can be changed as appropriate. Furthermore, the devices, systems, and methods described in this disclosure may be implemented by a dedicated computer comprising a processor programmed to execute one or more functions embodied by a computer program. The devices and methods described in this disclosure may be implemented using dedicated hardware logic circuits. Moreover, the devices and methods described in this disclosure may be implemented by one or more dedicated computers comprising a combination of a processor that executes a computer program and one or more hardware logic circuits.

[0126] For example, some or all of the functions of processor 102 may be implemented as hardware. Implementation of a function as hardware includes implementation using one or more ICs. As the processor (processing core), a CPU, MPU, GPU, DFP, etc., can be used. CPU is an abbreviation for Central Processing Unit. MPU is an abbreviation for Micro-Processing Unit. GPU is an abbreviation for Graphics Processing Unit. DFP is an abbreviation for Data Flow Processor.

[0127] Some or all of the functions of processor 102 may be implemented by combining multiple types of arithmetic processing units. Some or all of the functions of processor 102 may be implemented using an SoC, ASIC, FPGA, etc. SoC is an abbreviation for System on Chip. ASIC is an abbreviation for Application Specific Integrated Circuit. FPGA is an abbreviation for Field-Programmable Gate Array. The same applies to processor 112.

[0128] Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitory tangible storage medium. HDDs, SSDs, flash memory, etc., can be used as the program storage medium. HDD stands for Hard-disk Drive. SSD stands for Solid State Drive. The scope of this disclosure also includes forms such as programs for causing the computer to function as a cruising range calculation device 20 or a flight management device 30, and non-transitory physical storage media such as semiconductor memory on which such programs are recorded.

[0129] (Disclosure of technical ideas) This specification discloses several technical concepts, as listed in the following paragraphs. Some paragraphs are written in a multiple dependent form, where subsequent paragraphs optionally refer to preceding paragraphs. Furthermore, some paragraphs are written in a multiple dependent form, referring to other multiple dependent forms. These paragraphs written in multiple dependent forms define several technical concepts.

[0130] <Technical philosophy 1> A device for calculating the cruising range of an electrically powered mobile body (100) that moves in the horizontal and vertical directions, A distance calculation unit (26) obtains a corrected remaining power amount obtained by correcting the remaining power amount of the battery (107) equipped in the electric mobile unit by the amount of starting and / or arriving power required for the electric mobile unit to start and / or arrive, and calculates the cruising range based on the corrected remaining power amount, An output unit (27) that outputs information regarding the calculation result of the distance calculation unit, A range calculation device equipped with the following features.

[0131] <Technical philosophy 2> A cruising range calculation device according to technical concept 1, comprising a remaining charge correction unit (24) that acquires the remaining power of the battery and the power of departure and arrival, and subtracts the power of departure and arrival from the remaining power of the battery to determine the corrected remaining power.

[0132] <Technical philosophy 3> A cruising range calculation device according to Technical Concept 1 or Technical Concept 2, comprising a power generation / arrival amount calculation unit (23) for calculating the power generation / arrival amount.

[0133] <Technical philosophy 4> The aforementioned power generation / departure amount calculation unit calculates the power generation / departure amount based on historical information, and is a cruising range calculation device according to technical concept 3.

[0134] <Technical philosophy 5> The aforementioned historical information includes information regarding past takeoff and landing power at the target departure and / or arrival points, as described in Technical Concept 4, for the range calculation device.

[0135] <Technical philosophy 6> The cruising range calculation device according to Technical Concept 4 or Technical Concept 5 includes the historical information, which includes information regarding past power consumption for the same model as the electric mobile body.

[0136] <Technical philosophy 7> The departure and arrival power calculation unit corrects the departure and arrival power based on weather information of the target departure point and / or arrival point, and / or cruising information, as a cruising range calculation device according to any one of technical concepts 4 to 6.

[0137] <Technical philosophy 8> The cruising range calculation device according to any one of technical concepts 3 to 7, wherein the power generation / departure amount calculation unit calculates the power generation / departure amount based on the dependence of the maximum output of the battery on the remaining power amount.

[0138] <Technical philosophy 9> The cruising range calculation device according to Technical Concept 8, wherein the power generation / deployment amount calculation unit corrects the power generation / deployment amount based on battery temperature or battery degradation.

[0139] <Technical Thought 10> It is equipped with a power consumption calculation unit (25) that calculates the power consumption during cruising. The aforementioned fuel consumption calculation unit corrects the fuel consumption based on the altitude or altitude fluctuations during cruising, and is a cruising range calculation device according to any one of technical concepts 1 to 9.

[0140] <Technical Thought 11> An operation management system for an electrically operated mobile body (100) that moves in the horizontal and vertical directions, A range calculation device (20) calculates the cruising range of the electric mobile body and outputs information related to the calculation result, An operation management device (30) manages the operation of the electric mobile body and performs predetermined processing based on the information, Equipped with, The cruising range calculation device is an operation management system that obtains a corrected remaining power amount obtained by correcting the remaining power amount of the battery (107) equipped in the electric mobile unit by the departure and / or arrival power amount required for the electric mobile unit at departure and / or arrival, and calculates the cruising range based on the corrected remaining power amount.

[0141] <Technical Thought 12> The flight management system according to technical concept 11, wherein the flight management device displays a warning inside the electric mobile body and / or notifies a ground station when the remaining range falls below a first threshold based on the remaining cruising distance.

[0142] <Technical Thought 13> The flight management device, according to technical concept 12, controls the power inside the electric mobile body to reduce the power consumption of the electric mobile body when the cruising range falls below a second threshold, which is a value based on the remaining cruising distance and is less than or equal to the first threshold.

[0143] <Technical Thought 14> The flight management device, according to technical concept 13, re-engages the flight plan of the electric mobile vehicle when the cruising range falls below a third threshold, which is a value based on the remaining cruising distance and is smaller than the second threshold.

[0144] <Technical Thought 15> The cruising range calculation device authenticates the cruising range against the operation plan when planning the operation of the electric vehicle or before departure, and outputs the authentication result. The flight management system according to any one of technical concepts 11 to 14, wherein the flight management device approves the flight plan or grants permission to depart when it obtains the certification result that the cruising range satisfies the flight plan.

[0145] <Technical Thought 16> The flight management device manages the charging of the electric mobile body so that the cruising range satisfies the flight plan, according to any one of the technical concepts 11 to 15. [Explanation of symbols]

[0146] 10... Flight management system, 20... Range calculation device (distance calculation device), 21... Remaining distance calculation unit, 22... Remaining charge calculation unit, 23... Takeoff / arrival power consumption calculation unit, 24... Remaining charge correction unit, 25... Fuel consumption calculation unit, 26... Distance calculation unit (distance calculation unit), 27... Output unit, 30... Flight management device, 31... External control unit, 32... Internal control unit, 321... Judgment unit, 322... Control unit, 323... Replanning unit, 100... eVTOL, 101... ECU, 102... Processor, 103... Memory, 104... Storage, 105... Communication circuit, 106... Program, 107... Battery, 108... BMS, 110... Ground station, 111... Server, 112... Processor, 113... Memory, 114... Storage, 115... Communication circuit, 116... Program, 120... Charger

Claims

1. An operation management system for an electrically operated mobile body (100) that moves in the horizontal and vertical directions, A range calculation device (20) calculates the cruising range of the electric mobile body and outputs information related to the calculation result, An operation management device (30) manages the operation of the electric mobile body and performs predetermined processing based on the information, Equipped with, The cruising range calculation device obtains a corrected remaining power amount obtained by correcting the remaining power amount of the battery (107) equipped in the electric mobile unit by the amount of starting and / or arriving power required for the electric mobile unit to start and / or arrive, and calculates the cruising range based on the corrected remaining power amount. The flight management device controls the power inside the electric mobile body so that the power consumption of the electric mobile body is reduced when the cruising range falls below a first predetermined value which is a predetermined value based on the remaining cruising distance. The aforementioned flight management device is a flight management system that re-plans the flight schedule of the electric mobile vehicle when the cruising range falls below a second predetermined value which is a predetermined value based on the remaining cruising distance and is smaller than the first predetermined value.

2. The flight management system according to claim 1, wherein the flight management device displays a warning inside the electric mobile body and / or notifies a ground station when the remaining range falls below a third predetermined value which is a predetermined value based on the remaining cruising distance and is greater than or equal to the first predetermined value.

3. An operation management system for an electrically operated mobile body (100) that moves in the horizontal and vertical directions, A range calculation device (20) calculates the cruising range of the electric mobile body and outputs information related to the calculation result, An operation management device (30) manages the operation of the electric mobile body and performs predetermined processing based on the information, Equipped with, The cruising range calculation device obtains a corrected remaining power amount obtained by correcting the remaining power amount of the battery (107) equipped in the electric mobile unit by the amount of starting and / or arriving power required for the electric mobile unit to start and / or arrive, and calculates the cruising range based on the corrected remaining power amount. The flight management device controls the power inside the electric mobile body so that the power consumption of the electric mobile body is reduced when the cruising range falls below a first predetermined value which is a predetermined value based on the remaining cruising distance. The flight management device is a flight management system that, when the remaining range falls below a third predetermined value which is a predetermined value based on the remaining cruising distance and is equal to or greater than the first predetermined value, displays a warning inside the electric mobile vehicle and / or notifies a ground station.

4. The cruising range calculation device authenticates the cruising range against the operation plan when planning the operation of the electric vehicle or before departure, and outputs the authentication result. The flight management system according to claim 1 or claim 3, wherein the flight management device approves the flight plan or grants permission to depart when it obtains the certification result that the cruising range satisfies the flight plan.

5. The flight management system according to claim 1 or claim 3, wherein the flight management device manages the charging of the electric mobile body so that the cruising range satisfies the flight plan.

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