Anomaly prediction diagnostic device, flight management system, and program

Abstract

To improve accuracy of an abnormality sign in an electric movable body which moves in a horizontal direction and a vertical direction.SOLUTION: An abnormality sign diagnostic device 20 diagnoses an abnormality sign of a battery 106 included in an eVTOL 100. The abnormality sign diagnostic device 20 includes: an abnormality sign determination part 23; and an output part 24. The abnormality sign determination part 23 determines whether or not the abnormality sign of the battery 106 exists based on battery variation information which is variation information of the battery 106 and environmental variation information which is variation information of environmental parameters. The output part 24 outputs information regarding the abnormality sign.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The disclosure in this specification relates to an abnormality omen diagnosis device, an operation management system, and a program.

Background Art

[0002] Patent Document 1 discloses a battery pack management system used for vehicles such as hybrid vehicles and electric vehicles. The battery pack management system determines whether maintenance is required based on the variation in the characteristics of a plurality of battery blocks and notifies when maintenance is necessary. 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] Electric moving bodies such as electric vertical take-off and landing aircraft and electric submarines move not only in the horizontal direction but also in the vertical direction, so it is desired to avoid power failure during navigation due to battery abnormalities. For this purpose, it is important to detect the omen of battery abnormalities at an early stage.

[0005] However, the environmental changes associated with movement having a vertical component affect the behavior of the battery. Therefore, even if the technology of Patent Document 1 is applied to an electric moving body that moves in the horizontal and vertical directions, the accuracy of abnormality omen is low. From the above viewpoints or other viewpoints not mentioned, further improvements are required for the abnormality omen diagnosis device, the operation management system, and the program.

[0006] One of the objectives of the disclosure is to provide an anomaly prediction diagnostic device, an operation management system, and a program that can improve the accuracy of anomaly prediction for electrically operated moving objects that move horizontally and vertically. [Means for solving the problem]

[0007] One of the disclosures is an anomaly prediction diagnostic device. An abnormality prediction diagnostic device for an electrically operated mobile body (100) that moves in the horizontal and vertical directions, A determination unit (23) determines whether or not there are signs of battery abnormality based on battery fluctuation information, which is fluctuation information of the battery (106) equipped in the electric mobile device, and environmental fluctuation information, which is fluctuation information of environmental parameters. An output unit (24) that outputs information regarding abnormal signs, Equipped with 、 Environmental change information includes information on the vertical position of the motorized mobile body and / or changes in external pressure.

[0008] As described above, environmental changes associated with movement having a vertical component affect the behavior of the battery. According to the disclosed abnormality prediction diagnostic device, not only battery fluctuation information but also environmental fluctuation information is used to determine whether or not there are abnormalities in the battery. In other words, the presence or absence of abnormalities is determined by considering the influence of environmental fluctuations on battery fluctuations. As a result, the accuracy of abnormality prediction can be improved for electrically powered moving objects that move in both the horizontal and vertical directions.

[0009] Another disclosure is the flight management system, An operation management system for an electrically powered mobile body (100) equipped with multiple batteries that moves in a horizontal and vertical direction, An abnormality prediction diagnostic device (20) determines whether there are any signs of battery abnormality based on battery fluctuation information, which is information on fluctuations in the battery, and environmental fluctuation information, which is information on fluctuations in environmental parameters, and outputs information related to signs of abnormality. An operation management device (30) manages the operation of an electric mobile vehicle and performs predetermined controls to ensure the safety of the operation based on information regarding abnormal signs, Equipped with 、 Environmental change information includes information on the vertical position of the motorized mobile body and / or changes in external pressure.

[0010] According to the disclosed flight management system, in determining whether or not there are signs of battery abnormality, not only battery fluctuation information but also environmental fluctuation information is used. In other words, the presence or absence of signs of abnormality is determined by considering the influence of environmental fluctuations on battery fluctuations. As a result, the accuracy of abnormality prediction can be improved for electrically powered mobile devices that move in the horizontal and vertical directions. Therefore, the safety of operations can be improved.

[0011] Another program that is being disclosed is, A program applied to an electrically powered mobile body (100) that moves in the horizontal and vertical directions, At least one processing unit (102) Based on battery fluctuation information, which is fluctuation information of the battery (106) in the electric mobile device, and environmental fluctuation information, which is fluctuation information of environmental parameters, the system determines whether or not there are signs of battery abnormality. Output information regarding abnormal signs. This includes fruit, Environmental change information includes information on the vertical position of the motorized mobile body and / or changes in external pressure.

[0012] According to the disclosed program, determining whether or not there are signs of battery abnormality uses not only battery fluctuation information but also environmental fluctuation information. In other words, the presence or absence of signs of abnormality is determined by considering the influence of environmental fluctuations on battery fluctuations. As a result, the accuracy of abnormality prediction can be improved for electrically powered mobile bodies that move in the horizontal and vertical directions.

[0013] The various embodiments disclosed in this specification employ different technical means to achieve their respective purposes. The claims and the reference numerals in parentheses in this section are illustrative in their correspondence with parts of the embodiments described later and are not intended to limit the technical scope. The purposes, features, and effects disclosed in this specification will become clearer by referring to the detailed description of the range and the accompanying drawings. [Brief explanation of the drawing]

[0014] [Figure 1] It is a diagram showing the configuration of an eVTOL and a ground station. [Figure 2] In the first embodiment, it is a diagram showing the schematic configuration of an operation management system. [Figure 3] It is a block diagram showing an abnormality prediction diagnosis device. [Figure 4] It is a flowchart showing an example of an operation management method. [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 abnormality prediction diagnosis method. [Figure 7] It is a diagram showing an example of battery fluctuation information. [Figure 8] It is a diagram showing an example of battery fluctuation information. [Figure 9] It is a diagram showing an example of battery fluctuation information. [Figure 10] It is a diagram showing an example of battery fluctuation information. [Figure 11] It is a diagram showing an example of battery fluctuation information. [Figure 12] In the second embodiment, it is a diagram showing a plurality of battery fluctuation information used for abnormality prediction diagnosis. [Figure 13] In the third embodiment, it is a diagram showing the schematic configuration of an operation management system. [Figure 14] It is a diagram showing a modification example. [Figure 15] In the fourth embodiment, it is a block diagram showing an abnormality prediction diagnosis device. [Figure 16] It is a flowchart showing an example of an abnormality prediction diagnosis method. [Figure 17] In the fifth embodiment, it is a block diagram showing an operation management system. [Figure 18] It is a flowchart showing an example of an operation management method. [Figure 19] It is a flowchart showing a modification example. [Figure 20] It is a diagram showing the power profile of an eVTOL. [Figure 21] In the sixth embodiment, this is a block diagram showing the distance calculation unit. [Figure 22] This flowchart shows an example of a distance calculation method. [Figure 23] This is a flowchart showing the calculation method for power generation and settlement. [Figure 24] This flowchart shows how to calculate electricity consumption. [Figure 25] A flowchart shows a variation. [Figure 26] A flowchart shows a variation. [Modes for carrying out the invention]

[0015] 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.

[0016] The anomaly prediction diagnostic devices, flight management systems, and programs described below apply 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 drive 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.

[0017] 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.

[0018] (First Embodiment) The following examples illustrate electric vertical landing gear (eVTOL) vehicles.

[0019] <Flight Management System> Figure 1 shows the configuration of the eVTOL and ground station. Figure 2 shows the schematic configuration of the flight management system.

[0020] The flight operations management system is a system for planning flight schedules, monitoring flight status, collecting and managing flight-related information, and supporting operations. At least some of the functions of the flight operations management system may be located on the onboard computer of the eVTOL 100, as shown in Figure 1. At least some of the functions of the flight operations 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.

[0021] 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.

[0022] 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 104P that is executed by the processor 102. The program 104P constructs multiple functional units by causing the processor 102 to execute multiple instructions. The ECU 101 may have multiple processors 102.

[0023] 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 114P that is executed by the processor 112. Program 114P constructs multiple functional units by causing the processor 112 to execute multiple instructions. Server 111 may have multiple processors 112.

[0024] As shown in Figure 2, the flight management system 10 includes an anomaly prediction diagnostic device 20 and a flight management device 30. Hereafter, the anomaly prediction diagnostic device 20 may be simply referred to as the diagnostic device 20. As described above, the flight management system 10 performs tasks such as planning flight schedules, monitoring flight conditions, collecting and managing flight-related information, and supporting flight operations.

[0025] The diagnostic device 20 diagnoses whether there are any signs of battery malfunction in the eVTOL 100 and outputs information regarding the signs of malfunction. As an example, the diagnostic device 20 in this embodiment is functionally located within the ECU 101 of the eVTOL 100. Details of the diagnostic device 20 will be described later.

[0026] The flight management device 30 is responsible for the remaining functions of the flight management system 10, excluding the function of calculating the remaining 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 diagnostic device 20. The flight management device 30 formulates a flight plan based on input from a terminal (not shown), for example.

[0027] 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.

[0028] <Anomaly Prediction and Diagnostic Device> Figure 3 shows the functional block of the range calculation unit. As shown in Figure 3, in addition to the ECU 101, the eVTOL 100 is equipped with a battery 106, BMS 107, sensor 108, environmental monitoring device (EM) 109, and other components.

[0029] Battery 106 is a rechargeable secondary battery capable of storing DC power. Examples of secondary batteries include lithium-ion batteries and nickel-metal hydride batteries. In addition to secondary batteries, fuel cells and generators may also be used as battery 106. Battery 106 supplies power to an electric propulsion unit (EPU), auxiliary equipment, and an ECU 101 (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.

[0030] The eVTOL100 has multiple batteries 106. The multiple batteries 106 are connected to each other in series and / or in parallel. The batteries 106 may be referred to as battery modules or battery packs. A battery pack has at least one battery module. That is, one battery module may be referred to as a battery pack, and one battery pack may have multiple battery modules. Each of the batteries 106 has multiple battery cells connected in series, or multiple battery cells connected in parallel and in series.

[0031] The BMS107 monitors the status of the battery 106. BMS107 is an abbreviation for Battery Management System. For example, one BMS107 is provided for each battery 106.

[0032] Sensor 108 detects environmental parameters. Sensor 108 is sometimes referred to as an environmental sensor. Sensor 108 may include a sensor that detects the altitude of the eVTOL 100, i.e., its vertical position. Sensor 108 may also include a sensor that detects atmospheric pressure, i.e., external pressure. The environmental monitoring device 109 acquires the detection signal from sensor 108, performs predetermined processing, and monitors the environmental parameters. For example, the environmental monitoring device 109 converts the detection signal (electrical signal) into pressure units.

[0033] As an example, the diagnostic device 20 of this embodiment includes a battery fluctuation information calculation unit 21, an environmental fluctuation information calculation unit 22, an abnormality prediction determination unit 23, and an output unit 24, as shown in Figure 3. Hereafter, the battery fluctuation information calculation unit 21 may be simply referred to as the battery calculation unit 21. The environmental fluctuation information calculation unit 22 may be simply referred to as the environmental calculation unit 22. The abnormality prediction determination unit 23 may be simply referred to as the determination unit 23.

[0034] The battery calculation unit 21 acquires battery information relating to battery parameters and calculates battery fluctuation information, which is information on the fluctuations of the battery parameters. The battery fluctuation information includes fluctuation information for at least one of the following: temperature of battery 106, charge / discharge current, dimensions of battery 106, internal pressure of battery 106, and gas concentration. The battery fluctuation information is, for example, the amount of fluctuation of the battery parameters over a predetermined period. The battery fluctuation information may also be the amount of fluctuation of a second parameter based on the unit fluctuation amount of a first parameter.

[0035] As an example, the battery calculation unit 21 obtains battery information from the BMS 107 and calculates battery fluctuation information. The battery calculation unit 21 obtains information for each corresponding battery 106 from the BMS 107. The battery information may be obtained on a battery pack basis, a battery module basis, or a battery cell basis. The battery information may include identification information for battery cells, battery modules, and battery packs.

[0036] The battery calculation unit 21 may acquire battery information from the flight control device 30 (for example, the in-flight control unit 32) instead of the BMS 107. It may also acquire battery information from an ECU (not shown) that controls the battery 106. The battery calculation unit 21 may calculate battery fluctuation information based on information acquired from a sensor (not shown) that detects the state of the battery 106.

[0037] The environmental calculation unit 22 acquires environmental information regarding environmental parameters and calculates environmental variation information, which is information on the fluctuations of environmental parameters. The environmental variation information includes information on the altitude and / or atmospheric pressure fluctuations of the eVTOL 100. The environmental variation information is the amount of change in environmental parameters over a predetermined period.

[0038] As an example, the environmental calculation unit 22 acquires environmental information from the environmental monitoring device 109 and calculates environmental change information. The environmental information may include identification information of the information provider, such as the sensor 108. The environmental calculation unit 22 may acquire environmental information from the flight management device 30 (for example, the in-flight management unit 32) instead of the environmental monitoring device 109. The environmental calculation unit 22 may also calculate environmental change information based on information acquired from the sensor 108.

[0039] The determination unit 23 acquires battery fluctuation information and environmental fluctuation information, and determines whether or not there are signs of an abnormality in the battery 106 based on this fluctuation information. The method for determining whether or not there are signs of an abnormality will be described later.

[0040] The output unit 24 outputs information regarding abnormality warnings to the outside of the diagnostic device 20. For example, the output unit 24 outputs information regarding abnormality warnings to the in-flight display device of the eVTOL 100 and / or the display device of the ground station 110. This makes it possible for the crew on board the aircraft and the staff of the ground station 110 to check for the presence or absence of abnormality warnings.

[0041] As an example, the output unit 24 outputs an authentication result corresponding to the judgment result obtained from the judgment unit 23 to the flight management device 30. If there are no signs of abnormality, the output unit 24 outputs an authentication result indicating no signs of abnormality. If there are signs of abnormality, the output unit 24 outputs an authentication result indicating signs of abnormality.

[0042] Note that the above configuration is merely an example. The diagnostic device 20 may also be configured to include at least a determination unit 23 and an output unit 24. The diagnostic device 20 may also be configured to include at least one of the battery calculation unit 21 and the environmental calculation unit 22, and at least a determination unit 23.

[0043] The diagnostic device 20 may acquire battery fluctuation information calculated externally, for example, by the BMS 107 or the flight management device 30. The diagnostic device 20 may be equipped with a battery fluctuation information acquisition unit instead of the battery fluctuation information calculation unit 21, or the determination unit 23 may acquire battery fluctuation information calculated externally.

[0044] The diagnostic device 20 may acquire environmental change information calculated by an external source, such as an environmental monitoring device 109 or an operation management device 30. The diagnostic device 20 may also include an environmental change information acquisition unit instead of an environmental change information calculation unit 22, or the determination unit 23 may acquire environmental change information calculated externally.

[0045] <Flight control system> As shown in Figure 3, as an example, the in-flight control unit 32 of the flight control system 30 includes a control unit 321.

[0046] The control unit 321 controls the equipment mounted on the eVTOL 100, such as an EPU (not shown) and auxiliary equipment. The control unit 321 may also control the drive of the inverters constituting the EPU, and consequently the motors, according to control signals from a flight control system (not shown) provided by the eVTOL 100. The control unit 321 may also perform flight control. In this case, the control unit 321 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 321 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.

[0047] The control unit 321 controls auxiliary equipment, such as the air conditioning system. The control unit 321 acquires indoor air information, indicating the temperature and humidity inside the aircraft, and outdoor air information, indicating the temperature and humidity outside the aircraft, from various sensors mounted on the eVTOL 100. The control unit 321 also acquires setting information, such as the set temperature, set at the input terminal. Based on the indoor air information, outdoor air information, and setting information, the control unit 321 controls the air conditioning system.

[0048] In this embodiment, the control unit 321 performs predetermined controls to enhance operational safety based on information regarding abnormality predictions output from the diagnostic device 20. As an example, the control unit 321 performs power distribution control and / or power saving control of the battery 106. The details of these controls will be described later.

[0049] The above configuration is merely an example. While an example has been shown where the in-flight control unit 32 includes a control unit 321, it is not limited to this configuration. The external control unit 31 may also include a control unit 321. The predetermined controls for enhancing flight safety are not limited to the example described above. For example, a control may be performed to determine whether or not to operate the aircraft based on information regarding abnormal signs. The function for controlling whether or not to operate the aircraft may be located in the external control unit 31, for example.

[0050] <Operational Management Methods> Figure 4 shows an example of the processes performed by the flight management system before takeoff. "Before takeoff" may include the time when the flight plan is being formulated. Figure 5 shows an example of the processes performed by the flight management system during flight. The execution of flight management programs 104P and 114P by processors 102 and 112 corresponds to the execution of the flight management method. At least a portion of the flight management programs 104P and 114P may be stored in the corresponding storage devices 104 and 114, for example, using OTA technology. OTA stands for Over The Air.

[0051] The flight management system 10 performs the process shown in Figure 4 before takeoff. First, the diagnostic device 20 performs a diagnostic process for detecting abnormalities in the battery 106 (step S10). The diagnostic device 20 determines whether or not there are abnormalities and outputs information related to the abnormalities. An example of information related to abnormalities is the result of the determination of whether or not there are abnormalities, i.e., the authentication result. The abnormality detection process will be described later.

[0052] Next, the external control unit 31 of the flight control device 30 performs flight permission control to enhance flight safety based on the acquired abnormality prediction information (certification result). The flight control device 30 determines whether the certification result indicates no abnormality prediction (step S11), and if there is no abnormality prediction, it permits flight (step S12). This makes it possible for the aircraft in question to fly. Then, the flight control system 10 completes the series of processes.

[0053] On the other hand, if the acquired authentication result indicates an abnormality, the flight control device 30 denies permission for flight (step S13) and terminates the series of processes. The eVTOL 100 that is deemed unpermitted cannot take off. The flight control device 30 may output information indicating the denial to, for example, the display device of the eVTOL 100 or the display device of the ground station 110. The flight control device 30 may also notify the eVTOL 100 or the ground station 110 that maintenance is required. The eVTOL 100 that was deemed unpermitted will be permitted to fly if, for example, after maintenance is completed, the abnormality prediction diagnosis determines that there are no abnormalities. In addition, the in-flight control unit 32 may perform flight permission control instead of the external control unit 31.

[0054] The flight management system 10 executes the processes shown in Figure 5 during a flight. For example, the flight management system 10 repeatedly executes the processes shown in Figure 5 at predetermined intervals during a flight.

[0055] First, the diagnostic device 20 performs a diagnostic process to predict abnormalities in the battery 106 (step S20). The process in step S20 is the same as the process in step S10.

[0056] Next, the in-flight management unit 32 of the flight control device 30 determines whether the acquired abnormality prediction information (authentication result) indicates the presence of an abnormality (step S21), and if there is no abnormality prediction, the series of processes is terminated.

[0057] On the other hand, if the acquired authentication result indicates an abnormality, the flight management device 30 executes power distribution control as an example of control to enhance flight safety (step S22), and terminates the series of processes. The processes in steps S21 and S22 correspond to the control unit 321.

[0058] The flight control device 30 controls the power distribution of each battery 106 as a power distribution control, for example, to reduce the power load of the faulty battery. This increases the possibility of delaying the timing of the fault in battery 106. The flight control device 30 may also perform a power distribution control that distributes the power of battery 106 showing signs of fault to other batteries 106, i.e., batteries 106 without signs of fault. This allows for effective use of remaining power when continuing operations with the other batteries 106 excluding the faulty battery. Furthermore, safety can be enhanced by discharging the faulty battery.

[0059] The flight control device 30 may, in the event of an indication of an abnormality, execute control to continue operation using only the power of a normal battery 106, without using the battery 106 that is showing signs of an abnormality. For example, the flight control device 30 can instruct the battery control ECU to turn off a relay (not shown), thereby isolating only the battery 106 that is showing signs of an abnormality from the power path.

[0060] In addition to, or instead of, the power distribution control described above, power saving control may be performed on the equipment within the eVTOL 100. The flight control device 30 may shut down auxiliary equipment such as air conditioning for a certain period of time, to the extent that it does not cause any problems. The flight control device 30 may switch the EPU's operating mode from normal mode to power saving mode. Control may be performed to change to an optimal route and / or altitude in order to reduce energy consumption.

[0061] <Methods for diagnosing abnormal signs> Figure 6 shows the process common to steps S10 and S20 described above, i.e., the abnormality prediction diagnosis method. Figures 7 to 11 show several examples of battery fluctuation information. Figure 7 shows an example of battery temperature as a battery parameter. Figure 8 shows an example of battery cell dimensions (external dimensions) as a battery parameter. Figure 9 shows an example of pressure inside the battery as a battery parameter. Figure 10 shows an example of organic gas concentration inside the battery as a battery parameter.

[0062] Figures 7 to 10 show examples of battery variation information, specifically information on the variation of battery parameters over a predetermined period, i.e., time variation information. Figure 11 shows an example of battery variation information, specifically the ratio of the variation in charge / discharge current to the variation in battery temperature over a predetermined period, i.e., the variation in battery temperature relative to the variation in charge / discharge current. The variation is the difference between the maximum and minimum values ​​over a predetermined period (predetermined time).

[0063] In electric mobile vehicles that move vertically, such as the eVTOL100, environmental changes associated with vertical movement affect battery parameters. For example, in the case of the eVTOL100, as altitude increases, atmospheric pressure and ambient temperature decrease. The diagnostic device 20 determines whether or not there are signs of an abnormality in the battery 106 based on battery fluctuation information and environmental fluctuation information.

[0064] As shown in Figure 6, the diagnostic device 20 first calculates battery fluctuation information (step S30). The process in step S30 corresponds to the battery fluctuation information calculation unit 21. The diagnostic device 20 acquires information about battery parameters (battery information) from an external source, for example, the BMS 107. The diagnostic device 20 acquires battery information for a predetermined period. Based on the acquired battery information, the diagnostic device 20 calculates battery fluctuation information. The battery fluctuation information includes fluctuation information for at least one of the following: temperature, charge / discharge current, dimensions, internal pressure, and gas concentration of the battery 106.

[0065] As an example, the diagnostic device 20 calculates temperature fluctuation information (ΔT / Δt), which is the amount of fluctuation (ΔT) in the battery temperature over a predetermined period (Δt). The diagnostic device 20 calculates dimensional fluctuation information (ΔL / Δt), which is the amount of fluctuation (ΔL) in the dimensions of the battery 106 over a predetermined period (Δt). The diagnostic device 20 calculates internal pressure fluctuation information (ΔIP), which is the amount of fluctuation (ΔIP) in the internal pressure of the battery 106 over a predetermined period (Δt). The diagnostic device 20 calculates concentration fluctuation information (ΔGC / Δt), which is the amount of fluctuation (ΔGC) in the organic gas concentration inside the battery over a predetermined period (Δt). The diagnostic device 20 calculates temperature fluctuation information (ΔT / ΔI), which is the ratio of the amount of fluctuation (ΔI) in the charge / discharge current to the amount of fluctuation (ΔT) in the battery temperature over a predetermined period.

[0066] Next, the diagnostic device 20 determines whether the battery fluctuation information is outside a predetermined range (step S31). The predetermined range is sometimes called the battery threshold. The predetermined range is stored in storage in advance. The predetermined range is set appropriately so that the presence or absence of abnormal signs can be determined by the battery fluctuation information for the expected factors. If the battery fluctuation information is within the predetermined range, that is, below the battery threshold, the diagnostic device 20 determines that there are no abnormal signs (step S32) and proceeds to step S36. The processing in steps S31 and S32 corresponds to the determination unit 23.

[0067] The diagnostic device 20 determines that there are no abnormal signs regarding abnormal heat generation in the battery 106 if the temperature fluctuation information (ΔT / Δt) is within a predetermined range. If the temperature fluctuation information (ΔT / Δt) is outside the predetermined range, the diagnostic device 20 determines that there is a possibility of abnormal signs regarding abnormal heat generation and proceeds to step S33.

[0068] The diagnostic device 20 determines that there are no abnormal signs regarding rapid gas generation inside the battery cell if the dimensional variation information (ΔL / Δt) is within a predetermined range. If the dimensional variation information (ΔL / Δt) is outside the predetermined range, the diagnostic device 20 determines that there is a possibility of abnormal signs regarding gas generation and proceeds to step S33.

[0069] The diagnostic device 20 determines that there are no abnormal signs regarding gas leakage from the battery cell if the internal pressure fluctuation information (ΔIP / Δt) is within a predetermined range. If the internal pressure fluctuation information (ΔIP / Δt) is outside the predetermined range, the diagnostic device 20 determines that there is a possibility of abnormal signs regarding gas leakage and proceeds to step S33.

[0070] The diagnostic device 20 determines that there are no abnormal signs regarding gas leakage and / or electrolyte leakage from the battery cell if the concentration fluctuation information (ΔGC / Δt) is within a predetermined range. The diagnostic device 20 determines that there is a possibility of abnormal signs regarding gas leakage and / or electrolyte leakage if the concentration fluctuation information (ΔGC / Δt) is outside the predetermined range, and proceeds to step S33.

[0071] The diagnostic device 20 determines that there are no signs of abnormal heat generation in the battery 106 if the temperature fluctuation information (ΔT / ΔI) is within a predetermined range. If the temperature fluctuation information (ΔT / ΔI) is outside the predetermined range, the diagnostic device 20 determines that there is a possibility of abnormal heat generation and proceeds to step S33.

[0072] In step S33, the diagnostic device 20 calculates environmental change information. The processing in step S33 corresponds to the environmental change information calculation unit 22. The diagnostic device 20 acquires information about environmental parameters (environmental information) from an external source, for example, the environmental monitoring device 109. The diagnostic device 20 acquires environmental information for a predetermined period. Based on the acquired environmental information, the diagnostic device 20 calculates environmental change information. As an example, the environmental change information includes information on the altitude or atmospheric pressure of the eVTOL 100. The environmental change information is the amount of change in environmental parameters for a predetermined period. The diagnostic device 20 acquires battery parameters and environmental parameters for periods common to both, and calculates battery change information and environmental change information.

[0073] As an example, the diagnostic device 20 calculates altitude variation information (ΔH / Δt), which is the amount of altitude change (ΔH) of the eVTOL 100 over a predetermined period (Δt). The diagnostic device 20 also calculates atmospheric pressure variation information (ΔP / Δt), which is the amount of external pressure, i.e., atmospheric pressure change (ΔP), of the eVTOL 100 over a predetermined period (Δt).

[0074] Next, the diagnostic device 20 determines whether the environmental fluctuation information is within a predetermined range (step S34). The predetermined range is sometimes referred to as the environmental threshold. The predetermined range is stored in storage in advance. The predetermined range is set appropriately so that it is possible to determine whether or not the factor is expected.

[0075] The diagnostic device 20 determines that the environmental fluctuations have a significant impact on the battery fluctuation information being outside the predetermined range when the environmental fluctuation information is outside the predetermined range, i.e., when it exceeds the environmental threshold, and executes the process in step S32, that is, it determines that there are no signs of abnormality. On the other hand, the diagnostic device 20 determines that the environmental fluctuations have a small impact on the battery fluctuation information being outside the predetermined range when the environmental fluctuation information is within the predetermined range, i.e., at the environmental threshold. It then determines that there are signs of abnormality in the battery 106 (step S35). The processes in steps S34 and S35 correspond to the determination unit 23.

[0076] As shown in Figure 7, No. 1-1, the diagnostic device 20 determines that there is an abnormal indication of abnormal heat generation in the battery 106 if the temperature fluctuation information (ΔT / Δt) is outside the predetermined range and the environmental fluctuation information (ΔH / Δt or ΔP / Δt) is within the predetermined range. As shown in No. 1-2, the diagnostic device 20 determines that there is no abnormal indication of abnormal heat generation if the temperature fluctuation information is outside the predetermined range but the environmental fluctuation information is also outside the predetermined range.

[0077] As shown in Figure 8, No. 2-1, the diagnostic device 20 determines that there is an abnormality in the battery cell if the dimensional fluctuation information (ΔL / Δt) is outside the predetermined range and the environmental fluctuation information (ΔH / Δt or ΔP / Δt) is within the predetermined range. As shown in No. 2-2, the diagnostic device 20 determines that there is no abnormality in the gas generation if the dimensional fluctuation information is outside the predetermined range but the environmental fluctuation information is also outside the predetermined range.

[0078] As shown in Figure 9, No. 3-1, the diagnostic device 20 determines that there is an abnormality in the form of gas leakage from the battery cell if the internal pressure fluctuation information (ΔIP / Δt) is outside the predetermined range and the environmental fluctuation information (ΔH / Δt or ΔP / Δt) is within the predetermined range. As shown in No. 3-2, the diagnostic device 20 determines that there is no abnormality in the form of gas leakage if the internal pressure fluctuation information is outside the predetermined range but the environmental fluctuation information is also outside the predetermined range.

[0079] As shown in Figure 10, No. 4-1, the diagnostic device 20 determines that there is an abnormality in the form of gas leakage or electrolyte leakage from the battery cell if the concentration fluctuation information (ΔGC / Δt) is outside the predetermined range and the environmental fluctuation information (ΔH / Δt or ΔP / Δt) is within the predetermined range. As shown in No. 4-2, the diagnostic device 20 determines that there is no abnormality in the form of gas leakage or electrolyte leakage if the concentration fluctuation information is outside the predetermined range but the environmental fluctuation information is also outside the predetermined range.

[0080] As shown in Figure 11, No. 5-1, the diagnostic device 20 determines that there is an abnormal indication of abnormal heat generation in the battery 106 if the temperature fluctuation information (ΔT / ΔI) is outside the predetermined range and the environmental fluctuation information (ΔH / Δt or ΔP / Δt) is within the predetermined range. As shown in No. 5-2, the diagnostic device 20 determines that there is no abnormal indication of abnormal heat generation if the temperature fluctuation information is outside the predetermined range but the environmental fluctuation information is also outside the predetermined range.

[0081] Next, the diagnostic device 20 outputs information regarding the abnormality prediction (step S36), and the series of processes ends. The process in step S36 corresponds to the output unit 24. As an example, the diagnostic device 20 outputs the authentication results from steps S32 and S35 as abnormality prediction information.

[0082] The abnormality prediction diagnostic method described above is merely one example. Environmental fluctuation information may be calculated before calculating battery fluctuation information. Processing related to battery fluctuation information and processing related to environmental fluctuations may be performed in parallel. In other words, steps S30 and S33 may be performed almost simultaneously, and steps S31 and S34 may be performed almost simultaneously. Performing the processes simultaneously can speed up the abnormality prediction diagnostic process. On the other hand, as shown in Figure 6, processing sequentially can reduce the memory load.

[0083] The diagnostic device 20 may use predicted altitude based on the flight plan or estimated barometric pressure based on weather information as environmental change information. The diagnostic device 20 may, for example, obtain the flight plan and weather information from the external control unit 31 of the flight control device 30. Both altitude change information (ΔH / Δt) and barometric pressure change information (ΔP / Δt) may be used as environmental change information. For example, if the battery change information is outside a predetermined range, and both the altitude change information and barometric pressure change information are outside a predetermined range, it may be determined that there are no signs of an abnormality.

[0084] The battery fluctuation information is not limited to the examples described above. For example, current fluctuation information (ΔI / Δt), which is the amount of fluctuation (ΔI) of the charge / discharge current over a predetermined period (Δt), may be used.

[0085] The threshold (predetermined range) for the electric fluctuation information may be a predetermined value (constant value), or it may be set considering the degradation of the battery 106. The diagnostic device 20 may set the threshold based on a map showing the relationship between battery degradation and the threshold, for example.

[0086] <Summary of the First Embodiment> As described above, in the case of an electrically powered mobile body that moves horizontally and vertically, fluctuations in environmental parameters associated with vertical movement affect battery parameters. According to the diagnostic device 20 (abnormality prediction diagnostic device 20) of this embodiment, environmental fluctuation information as well as battery fluctuation information are used to determine whether or not there are abnormalities in the battery 106. In other words, the presence or absence of abnormalities is determined by considering the influence of environmental fluctuations on battery fluctuations. This makes it possible to determine only the abnormalities inherent in the battery. Therefore, the accuracy of abnormality prediction can be improved for electrically powered mobile bodies that move horizontally and vertically. For example, it is possible to suppress false judgments of abnormalities due to the influence of environmental fluctuations. In addition, by outputting information including the judgment result of whether or not there are abnormalities, it becomes possible to appropriately determine whether or not to take emergency action or to set maintenance timings.

[0087] For example, in the case of the eVTOL100, the atmospheric pressure decreases as altitude increases. Furthermore, the outside temperature also decreases due to the decrease in atmospheric pressure. In the case of an electric submarine, the water pressure increases and the water temperature decreases with depth. Thus, fluctuations in altitude (vertical position) and atmospheric pressure (external pressure) easily affect battery parameters, specifically fluctuations in basic battery data and safety data. As an example, the diagnostic device 20 uses information on the vertical position and / or external pressure fluctuations of the electric moving body as environmental fluctuation information. Therefore, the accuracy of anomaly prediction can be further improved.

[0088] Battery abnormalities can manifest in multiple ways, including abnormal heat generation due to short circuits or overcharging, rapid gas generation within the battery cell, gas leakage from the battery cell, and electrolyte leakage. As an example, the diagnostic device 20 uses at least one fluctuation information of battery temperature, charge / discharge current, dimensions, internal pressure, and gas concentration as battery fluctuation information. By using appropriate battery fluctuation information, it becomes possible to accurately predict and diagnose multiple abnormal modes.

[0089] The flight management system 10 of this embodiment includes the diagnostic device 20 and the flight management device 30 described above. The diagnostic device 20 uses not only battery fluctuation information but also environmental fluctuation information to determine whether or not there are signs of abnormality in the battery 106. As a result, the accuracy of abnormality prediction for electrically powered mobile bodies moving in the horizontal and vertical directions can be improved. Therefore, the safety of operations can be enhanced.

[0090] The flight control device 30 performs predetermined controls to ensure flight safety based on information regarding abnormality signs. For example, the flight control device 30 performs control over whether or not to allow flight based on the determination result of abnormality signs in the battery 106. The flight control device 30 permits flight if there are no abnormality signs and does not permit flight if there are abnormality signs. Since flight permission is granted before takeoff based on the certification result of no abnormality signs, flight safety can be further enhanced.

[0091] The program 104P of this embodiment is applied to an electrically powered mobile body that moves in the horizontal and vertical directions. The program 104P includes causing at least one processor 102 (processing unit) to determine whether there are any signs of battery abnormality based on battery fluctuation information, which is fluctuation information of the battery 106 provided in the electrically powered mobile body, and environmental fluctuation information, which is fluctuation information of environmental parameters, and to output information related to the signs of abnormality. The program 104P uses not only battery fluctuation information but also environmental fluctuation information to determine whether there are any signs of battery abnormality in the battery 106. As a result, the accuracy of abnormality prediction can be improved for electrically powered mobile bodies that move in the horizontal and vertical directions.

[0092] (Second Embodiment) This embodiment is a modification based on the prior embodiment, and the description of the prior embodiment can be referenced. In the prior embodiment, the presence or absence of abnormal signs was determined using only one set of battery fluctuation information and environmental fluctuation information. Alternatively, the presence or absence of abnormal signs may be determined using multiple sets of battery fluctuation information and environmental fluctuation information.

[0093] In the diagnostic device 20 according to this embodiment, the battery calculation unit 21 stores the battery fluctuation information obtained by calculation in memory. The battery calculation unit 21 calculates one battery fluctuation information to be output to the determination unit 23 using multiple sets of battery fluctuation information, for example as shown in Figure 12. In the example shown in Figure 12, the temperature fluctuation information (ΔT / Δt) uses the current value obtained by the current calculation, and three sets of information including the previous value and the value from two previous calculations stored in memory.

[0094] The battery calculation unit 21 may output, for example, the average value of three calculations to the determination unit 23. The battery calculation unit 21 may also compare, for example, three calculation values, exclude abnormal values ​​due to superposition of noise, etc., and then output to the determination unit 23. For example, an arbitrary calculation value may be compared with the average value of the remaining calculation values, and if the arbitrary calculation value falls outside a predetermined range based on the average value, it may be considered an abnormal value. If there are multiple calculation values ​​remaining after excluding abnormal values, for example, the average value may be output, or the minimum or maximum value among the remaining calculation values ​​may be output. If there is only one calculation value remaining, the remaining calculation value should be output.

[0095] The environmental calculation unit 22 has the same configuration as the battery calculation unit 21. The environmental calculation unit 22 stores the environmental change information obtained through calculations in memory. The environmental calculation unit 22 uses multiple sets of environmental change information to calculate one set of environmental change information to be output to the determination unit 23. The other configurations are the same as those described in the prior embodiment.

[0096] <Summary of the second embodiment> In this embodiment, when determining the presence or absence of abnormality warnings, multiple sets of battery fluctuation information and environmental fluctuation information are used. This suppresses misjudgments due to noise and improves the accuracy of abnormality warnings.

[0097] The number of battery fluctuation data and environmental fluctuation data points used to determine the presence or absence of abnormal signs is not limited to three. Any number of data points is acceptable; two, four, or more are all acceptable.

[0098] The example shown illustrates how the battery calculation unit 21 calculates a single battery fluctuation information from multiple calculated values, but it is not limited to this. Other parts of the diagnostic device 20 may also have the function of calculating a single battery fluctuation information. For example, the determination unit 23 may have the function of calculating a single battery fluctuation information. The same applies to the environment calculation unit 22.

[0099] (Third embodiment) This embodiment is a modification based on a prior embodiment, and the description of the prior embodiment can be incorporated by reference. In the prior embodiment, the diagnostic device was functionally located in the eVTOL's ECU. Alternatively, the diagnostic device may be functionally located in a computer other than the ECU.

[0100] Figure 13 shows the functional arrangement of the flight management system 10 according to this embodiment. The diagnostic device 20 is functionally located in the BMS 107. The BMS 107 also includes a processor, RAM, and storage for programs (not shown). 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.

[0101] <Summary of the third embodiment> In this embodiment, the diagnostic device 20 is located in the BMS 107 of the eVTOL 100, and the in-flight control unit 32 of the flight control device 30 is located in the ECU 101. Even with this functionally divided configuration, the same effects as the configuration described in the prior embodiment can be achieved.

[0102] For example, the diagnostic device 20 functionally configured in the BMS 107 uses environmental change information to diagnose abnormality signs. Therefore, the accuracy of abnormality prediction for the battery 106 can be improved for electrically powered mobile bodies that move in the horizontal and vertical directions.

[0103] <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. For example, all functions may be located on the eVTOL 100, or all functions may be located on the server 111 of the ground station 110.

[0104] For example, as shown in Figure 14, the diagnostic device 20 may be functionally located in the server 111 of the ground station 110. In Figure 14, the abnormality prediction diagnostic 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.

[0105] (Fourth Embodiment) This embodiment is a modification based on the prior embodiment, and the description of the prior embodiment can be referenced. In the prior embodiment, the presence or absence of abnormal signs was determined. Alternatively, in addition to determining the presence or absence of abnormal signs, the timing of the occurrence of the abnormality may be predicted.

[0106] Figure 15 shows an abnormality prediction diagnostic device 20 according to this embodiment. The diagnostic device 20 further includes a timing prediction unit 25. The timing prediction unit 25 predicts the timing of the abnormality's occurrence when the determination unit 23 determines that there is an abnormality. The abnormality occurrence timing is the time when the occurrence of the abnormality is predicted.

[0107] The timing prediction unit 25 may extrapolate and predict the time when a threshold for determining an abnormality is exceeded, i.e., the time when an abnormality occurs, based on the time variation of the battery variation information. The timing prediction unit 25 may also predict the time when an abnormality occurs based on the battery variation information using a variation prediction model based on past performance data or prototype test data. The other configurations are the same as those described in the prior embodiment.

[0108] Figure 16 shows the process performed by the diagnostic device 20, i.e., the abnormality prediction diagnosis method. The processes in steps S30 to S36 are the same as those in the method described in the prior embodiment (see Figure 6). If it is determined in step S35 that there is an abnormality, the diagnostic device 20 then predicts the timing of the abnormality (step S40). The process in step S40 corresponds to the timing prediction unit 25. As an example, the diagnostic device 20 predicts the timing of the abnormality by extrapolation based on battery fluctuation information.

[0109] Next, the diagnostic device 20 performs the processing in step S36 and outputs information regarding the abnormality prediction. The diagnostic device 20 outputs the results of the authentication in S35 and the predicted timing of the abnormality occurrence as abnormality prediction information. The diagnostic device 20 outputs the abnormality prediction information to, for example, the display device of the eVTOL 100 and / or the ground station 110. The diagnostic device 20 also outputs the abnormality prediction information to, for example, the flight control device 30.

[0110] <Summary of the fourth embodiment> In this embodiment, when an abnormality is detected, the timing of the abnormality is predicted based on battery fluctuation information. Then, abnormality prediction information, including the timing of the abnormality, is output to a display device or the like. The display device then displays the timing of the abnormality. This makes it possible to more appropriately determine whether or not emergency response is required and to set maintenance schedules.

[0111] (Fifth embodiment) This embodiment is a modification based on a prior embodiment, and the description of the prior embodiment can be incorporated by reference. In the prior embodiment, the display device showed the time of the abnormality occurrence. In addition to, or instead of, the operation management device may perform control based on the time of the abnormality occurrence.

[0112] Figure 17 shows the flight control system 30 according to this embodiment, particularly the in-flight control unit 32. As an example, the in-flight control unit 32 includes a control unit 321, a distance calculation unit 322, and a determination unit 323. The other configurations are the same as those described in the prior embodiment.

[0113] The distance calculation unit 322 calculates the remaining range of the eVTOL 100. The distance calculation unit 322 obtains information on the remaining energy and energy consumption of the battery 106, and estimates the remaining range by dividing the remaining energy by the energy consumption. The remaining energy may also be referred to as battery charge or battery capacity. As an example, the distance calculation unit 322 obtains information on the remaining energy from a remaining energy calculation unit (not shown) of the flight management device 30. Alternatively, the distance calculation unit 322 may obtain information on the remaining energy from an external source, such as the BMS 107 or an ECU (not shown) that controls the battery 106.

[0114] The energy consumption data may be historical data for the same aircraft type (model) as the current aircraft. The historical data may or may not include data for the current aircraft. Of course, only historical data for the current aircraft may be used. The energy consumption data may also be stored in storage beforehand. As an example, the distance calculation unit 322 obtains information regarding energy consumption from the energy consumption calculation unit (not shown) of the flight management device 30.

[0115] For example, the distance calculation unit 322 can obtain information on the remaining power of the other batteries 106 (normal batteries), excluding the battery 106 (abnormal battery) that has been determined to have abnormal signs, and calculate the remaining range.

[0116] The determination unit 323 compares the abnormality occurrence time output from the diagnostic device 20 with a threshold value and determines whether the abnormality occurrence time exceeds the threshold value. The determination unit 323 also compares the cruising range with a normal battery with a threshold value and determines whether the cruising range exceeds the threshold value. The determination unit 323 outputs the determination result to the control unit 321. Based on the determination result from the determination unit 323, the control unit 321 executes predetermined control to enhance safety. Details of the determination and control will be described later.

[0117] The above configuration is merely an example. While the example shown includes a control unit 321, a distance calculation unit 322, and a determination unit 323 in the in-flight management unit 322, it is not limited to this configuration. At least one of the control unit 321, the distance calculation unit 322, and the determination unit 323 may be located outside the in-flight management unit 32, or in a computer other than the ECU 101. For example, the distance calculation unit 322 may be located in the external management unit 31 or the BMS 107.

[0118] Figure 18 shows an example of the process performed by the flight management system, i.e., the flight management method. The flight management system 10 repeatedly performs the process shown in Figure 18 at predetermined intervals, for example, after the eVTOL 100 takes off, i.e., during flight.

[0119] First, the diagnostic device 20 performs a diagnostic process for detecting abnormalities (step S50). The process in step S50 is the same as the process shown in Figure 16. The diagnostic device 20 outputs the authentication result of whether or not there are abnormalities, and the timing of the abnormality occurrence if there are abnormalities, as abnormality prediction information.

[0120] Next, the flight control device 30 determines whether or not there are signs of an abnormality based on the acquired certification results (step S51). If there are no signs of an abnormality, the series of processes is terminated. If there are signs of an abnormality, the flight control device 30 executes the following controls to enhance the safety of the flight.

[0121] First, the flight management device 30 determines whether the acquired abnormality occurrence time exceeds the first threshold, specifically a predetermined time based on the completion time of the flight plan (step 52). The predetermined time is set by adding, for example, a predetermined margin to the completion time of the flight plan. The margin is set within a range that does not interfere with the actual flight.

[0122] If the completion time exceeds a predetermined range, the flight control device 30 executes control to notify the user of information including that maintenance is required for one of the abnormal batteries 106 (step S53), and terminates the series of processes. The notification is a warning. The notification is displayed on the display devices inside the aircraft and at the ground station 110. Notification to the ground station 110 is particularly effective in the case of an unmanned aircraft.

[0123] If the completion time is less than or equal to the predetermined time, the flight management device 30 calculates the remaining range (step S54). The processing in step S54 corresponds to the distance calculation unit 322. The flight management device 30 calculates the remaining range based on the remaining energy and energy consumption of all batteries 106, excluding the faulty battery. Alternatively, the remaining range may be obtained from outside the flight management system 10.

[0124] Next, the flight management device 30 determines whether the remaining range exceeds the second threshold, specifically, a predetermined distance set based on the flight plan (step 55). The predetermined distance is set by adding, for example, a predetermined margin to the flight plan distance. The flight plan distance is the remaining distance according to the flight plan at that time. The processing in steps S52 and S55 corresponds to the determination unit 323.

[0125] If the cruising range with normal batteries exceeds a predetermined distance, the flight management device 30 performs control to continue operation using normal batteries (step S56) and terminates the series of processes. The flight management device 30 outputs a control signal to the ECU that controls the batteries to turn off the relay corresponding to the faulty battery. As a result, operation continues with power supplied only by normal batteries 106. In addition to the operation continuation control, the flight management device 30 may also perform the power distribution control and / or power saving control described above. Since the cruising range is extended, it is possible to further enhance the safety of operations.

[0126] If the remaining range is less than or equal to a predetermined distance, the flight management device 30 determines that it may not be possible to reach the destination with the remaining power of a normal battery, and executes control to recalculate the flight plan (step S57), ending the series of processes. The flight management device 30 then plans a new destination that can be reached with the remaining range, for example. In this case, it is preferable to set a destination that is rechargeable and / or maintainable. The flight management device 30 then plans an emergency landing plan, for example. The processes in steps S53, S56, and S57 described above correspond to the control unit 321.

[0127] <Summary of the Fifth Embodiment> In this embodiment, the flight management device 30 executes predetermined controls to ensure flight safety based on the timing of the abnormality. Compared to a configuration that executes predetermined controls based only on the authentication result, i.e., the presence or absence of abnormality warnings, more appropriate processing becomes possible. In other words, flight safety can be further enhanced.

[0128] For example, the flight control system 30 notifies the aircraft that maintenance of the faulty battery is required if the timing of the abnormality exceeds a predetermined time based on the completion date of the flight plan. In this way, if the current flight will not be affected, early notification of the need for maintenance enables planned maintenance.

[0129] For example, the flight control device 30 performs predetermined control based on the timing of the abnormality and the remaining range if the flight continues using the other batteries 106 (normal batteries) excluding the battery 106 (abnormal battery) that was determined to have abnormal signs. By considering information regarding the range that can be achieved with normal batteries, more appropriate processing becomes possible. Therefore, the safety of the flight can be further enhanced. For example, the probability of being able to return to the ground can be increased.

[0130] For example, the flight control device 30 executes a control to continue operation with the normal battery if the timing of the abnormality occurs below a predetermined time based on the completion date of the flight plan, and the cruising range with a normal battery exceeds a predetermined distance based on the flight plan. In this way, if the cruising range with a normal battery exceeds a predetermined distance, the power supply from the abnormal battery is stopped, that is, the abnormal battery is isolated, and operation continues. Thus, the flight can be completed safely.

[0131] For example, the flight control system 30 recalculates the flight plan if the timing of the abnormality is below a predetermined time based on the completion date of the flight plan, and the flight range achievable with a normal battery is below a predetermined distance based on the flight plan. This allows for rapid replanning, such as changing the destination or making an emergency landing, taking the flight range into consideration. For example, it can expedite emergency response.

[0132] <Variation> Instead of the distance calculation unit 322, a remaining charge calculation unit that calculates the remaining power of a normal battery 106 may be provided. In this case, the flight management system 10 performs the process shown in Figure 19, for example. The flight management device 30 calculates the remaining power of a normal battery instead of the process in step S54 shown in Figure 18 (step S54A). The flight management device 30 compares the remaining power of a normal battery with a predetermined amount of power based on the flight plan and determines whether the remaining power exceeds the predetermined amount of power (step S55A). The predetermined amount of power is the amount of power required in the flight plan that corresponds to the remaining distance. Other processes are the same as in Figure 18.

[0133] The example shown illustrates how the flight management device 30 calculates the cruising range with a normal battery, but it is not limited to this. The flight management device 30 may also acquire the cruising range calculated by an external device, such as an ECU that controls the battery. The flight management device 30 may also include a distance acquisition unit instead of the distance calculation unit 322. Similarly, the example shown illustrates how the flight management device 30 calculates the remaining power of a normal battery, but the flight management device 30 may also acquire the remaining power calculated externally.

[0134] The example given is to notify the user that maintenance of the faulty battery is required when the timing of the abnormality exceeds a predetermined period, but this is not limited to this example. Multiple levels of notification may be set by combining the above-mentioned remaining range and remaining power. For example, a notification with a higher urgency than maintenance may be issued when the remaining range exceeds a predetermined distance, and the most urgent notification may be issued when the remaining range is below the predetermined distance.

[0135] (Sixth Embodiment) This embodiment is a modification based on the prior embodiment, and the description of the prior embodiment can be referenced. This embodiment provides a distance calculation device and a distance calculation method suitable for the distance calculation unit described in the prior embodiment.

[0136] First, we will explain the power profile of the eVTOL100 based on Figure 20.

[0137] <Power Profile> Figure 20 shows the power profile of the eVTOL100 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 20, the required power, i.e., output, is kept constant for almost the entire duration of each of periods P1 and P3.

[0138] The eVTOL100 ascends from the takeoff point to the cruising start point during period P1. The eVTOL100 cruises at a predetermined altitude during period P2. The eVTOL100 descends from the end point of period P2 to the landing point during period P3. The movement of the eVTOL100 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 movement is vertical, the motors of the eVTOL100 are required to have high output continuously for a predetermined time. Therefore, the power consumption during takeoff and landing is large. The power consumption during period P1 and period P3 accounts for a large proportion of the total power capacity of the battery 106 equipped with the eVTOL100.

[0139] Therefore, the range calculation device described later 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. Similarly, the takeoff period from the stopover point is also included in the above-mentioned period P1. If a flight on a single charge includes multiple takeoffs and landings, the range calculation device calculates the range by taking into account the amount of power consumed during the multiple takeoffs and landings.

[0140] Furthermore, the power profiles of electric mobile vehicles that move horizontally and vertically other than the eVTOL100 are the same as those of the eVTOL100. 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.

[0141] <Cruising Range Calculation Device> Figure 21 shows the functional blocks of the cruising range calculation device. The cruising range calculation device 40 comprises a remaining distance calculation unit 41, a remaining energy calculation unit 42, an energy energy calculation unit 43, a remaining energy correction unit 44, an energy consumption calculation unit 45, a distance calculation unit 46, and an output unit 47. Hereafter, the cruising range calculation device 40 may be simply referred to as the distance calculation device 40.

[0142] The remaining distance calculation unit 41 calculates the remaining distance. The remaining distance is, for example, the planned cruising distance before takeoff, and the remaining cruising distance, or residual cruising distance, during cruising. Before takeoff, the remaining distance calculation unit 41 obtains the flight plan from the flight management device 30 and calculates the planned cruising distance. During cruising, the remaining distance calculation unit 41 obtains data such as the cruising position and route information of the eVTOL 100 from the flight management device 30 and calculates the residual cruising distance.

[0143] The remaining charge calculation unit 42 calculates the remaining power of the battery 106. The remaining charge calculation unit 42 calculates the remaining power by acquiring data related to the battery 106. For example, the remaining charge calculation unit 42 acquires data related to the battery 106 from the BMS 107. The remaining charge calculation unit 42 may also acquire data from a sensor (not shown) that detects the state of the battery 106. The remaining charge calculation unit 42 may also acquire data from a battery ECU (not shown) that controls the battery 106, or from the in-machine control unit 32.

[0144] The remaining power calculation unit 42 can calculate the remaining power for each of the multiple batteries 106. The remaining power calculation unit 42 can calculate the remaining power for some of the batteries 106 among the multiple batteries 106. For example, the remaining power calculation unit 42 calculates the remaining power of the normal batteries, which are the other batteries 106 excluding the abnormal batteries.

[0145] The power calculation unit 43 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 43 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 43 calculates the amount of power required for multiple takeoffs and landings as the takeoff and landing power. As an example, the power calculation unit 43 calculates the takeoff and landing power based on historical information, that is, data on past takeoff and landing power.

[0146] The remaining energy correction unit 44 obtains the remaining energy and the departure / arrival energy and calculates the corrected remaining energy. For example, the remaining energy correction unit 44 obtains the remaining energy from the remaining energy calculation unit 42 and the departure / arrival energy from the energy calculation unit 43. 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 44 estimates the corrected remaining energy, that is, the amount of energy available during cruising, by subtracting the departure / arrival energy from the remaining energy.

[0147] The energy consumption calculation unit 45 calculates the energy consumption of the eVTOL 100 during cruising. The energy consumption calculation unit 45 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 45 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, for example, the planned cruising distance before takeoff and the remaining cruising distance during cruising. The energy consumption calculation unit 45 obtains data on past power consumption from, for example, the flight control system 30.

[0148] The distance calculation unit 46 obtains the corrected remaining power and calculates the remaining range based on the corrected remaining power. The distance calculation unit 46 estimates the remaining range by dividing the corrected remaining power by the cruising energy consumption. For example, the distance calculation unit 46 obtains the corrected remaining power from the remaining power correction unit 44 and the cruising energy consumption from the energy consumption calculation unit 45. As an example, the distance calculation unit 46 calculates the remaining range with a normal battery by calculating the corrected remaining power of a normal battery using the cruising energy consumption.

[0149] The output unit 47 obtains the calculation result from the distance calculation unit 46 and outputs information regarding the calculation result to the outside of the distance calculation device 40. As an example, the output unit 47 outputs the remaining range. The output unit 47 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. The output unit 47 may output information regarding the calculation result to a display device or to the flight management device 30 (for example, the determination unit 323).

[0150] Note that the above configuration is merely an example. The distance calculation device 40 may be configured to include at least a distance calculation unit 46 and an output unit 47. The distance calculation device 40 may be configured to include at least a remaining energy correction unit 44 and a distance calculation unit 46. The distance calculation device 40 may acquire, for example, the remaining distance (cruising plan distance, remaining cruising distance) calculated by the flight management device 30. The distance calculation device 40 may acquire, for example, the remaining energy amount calculated by the BMS 108.

[0151] The distance calculation device 40 may, for example, acquire the take-off and landing power (take-off and landing power) calculated by the flight management device 30. The distance calculation device 40 may, for example, acquire the corrected remaining power calculated by the flight management device 30. The distance calculation device 40 may, for example, acquire the cruising power consumption calculated by the flight management device 30.

[0152] <Method for calculating cruising range> Figure 22 shows the method for calculating the cruising range. The cruising range calculation method is the process performed by the cruising range calculation device 40, excluding the output process. It can be applied to the cruising range calculation process (step S54 in Figure 18) in the flight management method described in the prior embodiment.

[0153] As shown in Figure 22, the distance calculation device 40 first calculates the remaining distance (step S60). The processing in step S60 corresponds to the remaining distance calculation unit 41. As an example, during cruising, the distance calculation device 40 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. It is also possible for the distance calculation device 40 to obtain the flight plan from the flight management device 30 and calculate the planned cruising distance before takeoff, including during flight planning.

[0154] Next, the distance calculation device 40 calculates the remaining energy of the battery 106, i.e., the remaining battery capacity (step S51). The processing in step S51 corresponds to the remaining energy calculation unit 42. The distance calculation device 40 acquires data about the battery 106 from, for example, the BMS 107 and calculates the remaining energy based on the acquired data. As an example, the distance calculation device 40 calculates the remaining energy of the normal batteries among the multiple batteries 106 based on the determination result of whether or not there is an abnormality and identification information. The distance calculation device 40 can also calculate the remaining energy of all batteries 106.

[0155] The distance calculation device 40 calculates the remaining energy using a known method. The distance calculation device 40 may calculate the remaining energy based, for example, the state of charge (SOC) and the full charge capacity. The distance calculation device 40 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 constituting the battery 106. SOC is an abbreviation for State of Charge. OCV is an abbreviation for Open Circuit Voltage.

[0156] Next, the distance calculation device 40 calculates the amount of power generated and received (step S62). The process in step S62 corresponds to the power amount calculation unit 43. Figure 23 shows the method for calculating the amount of power generated and received.

[0157] The distance calculation device 40 first acquires historical information, that is, data on past takeoff and landing power consumption (step S620). The distance calculation device 40 acquires historical information, for example, from 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.

[0158] 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.

[0159] Next, the distance calculation device 40 acquires weather information and / or cruising information (step S621). The distance calculation device 40 acquires information on factors that affect takeoff and landing. The distance calculation device 40 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.

[0160] The distance calculation device 40 calculates the amount of power generated and received based on the acquired information (step S622). The distance calculation device 40 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 40 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 40 may, for example, multiply the maximum power value in the profile by the output time to obtain the amount of power generated and received.

[0161] 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.

[0162] The distance calculation device 40 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.

[0163] Takeoff and landing energy is the amount of energy required for takeoff and landing. If one takeoff and landing is planned per charge, the takeoff and landing energy calculated during cruising is the amount of energy required for one landing. If one takeoff and landing is planned per charge, the takeoff and landing energy calculated before takeoff is the sum of the energy required for one takeoff and one landing. If takeoffs and landings at multiple locations are planned per charge, the takeoff and landing energy is the sum of the energy required for multiple takeoffs and multiple landings.

[0164] Next, the distance calculation device 40 adds a margin to the calculated takeoff and landing power (step S623) 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.

[0165] 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.

[0166] After calculating the power output and power delivery, the distance calculation device 40 calculates the corrected remaining power output as shown in Figure 22 (step S63). The process in step S63 corresponds to the remaining power correction unit 44. The distance calculation device 40 calculates the corrected remaining power output based on the remaining power output calculated in step S61 and the power output and power delivery calculated in step S62. The distance calculation device 40 estimates the corrected remaining power output, that is, the amount of power available for cruising, by subtracting the power output and power delivery from the remaining power output. As an example, the distance calculation device 40 calculates the corrected remaining power output for a normal battery. The distance calculation device 40 can also calculate the corrected remaining power output for all batteries 106.

[0167] Next, the distance calculation device 40 calculates the power consumption during cruising (step S64). The processing in step S64 corresponds to the power consumption calculation unit 45. Figure 24 shows the method for calculating power consumption.

[0168] The distance calculation device 40 first acquires the data necessary to calculate the power consumption during cruising (period P2) (step S640). For example, the distance calculation device 40 acquires the power consumption during past cruising periods from the flight management device 30.

[0169] 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.

[0170] The distance calculation device 40 may estimate the power consumption during cruising in the same manner as the calculation of departure and arrival power consumption. In other words, the distance calculation device 40 may obtain the absolute value or power profile of power consumption during past cruising and estimate the power consumption using a map or regression model created based on the obtained information.

[0171] Next, the distance calculation device 40 calculates the cruising energy consumption (step S641). The distance calculation device 40 estimates the cruising energy consumption for the current flight by, for example, dividing the cruising distance in past cruising flights by the amount of energy consumed. Alternatively, the distance calculation device 40 may estimate the cruising energy consumption for the current flight by, for example, dividing the remaining distance of the current flight by the amount of energy consumed in past flights on the same route corresponding to the remaining distance of the current flight. The distance calculation device 40 uses the remaining cruising distance as the remaining distance. Before takeoff, the distance calculation device 40 can use the planned cruising distance as the remaining distance.

[0172] Next, the distance calculation device 40 acquires altitude information (step S642). 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 40 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 40 may acquire altitude information for the cruising period so far from the flight management device 30.

[0173] Next, the distance calculation device 40 corrects the power consumption based on the acquired altitude information (step S643), 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.

[0174] After calculating the power consumption, the distance calculation device 40 calculates the remaining range as shown in Figure 22 (step S65). The processing in step S65 corresponds to the distance calculation unit 46. The distance calculation device 40 estimates the remaining range by dividing the corrected remaining power amount calculated in step S63 by the power consumption calculated in step S64.

[0175] 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 S63 and the calculation of the remaining range in step S65. For example, the flight control device 30 may be configured to calculate the corrected remaining power and obtain the corrected remaining power in step S63.

[0176] The flight management device 30 may be configured to calculate the remaining distance and acquire the remaining distance in step S60. The BMS 107 or the like may be configured to calculate the remaining power of the battery 106 and acquire the remaining power in step S61. The flight management device 30 may be configured to calculate the power consumption for departure and arrival and acquire the power consumption for departure and arrival in step S62. The flight management device 30 may be configured to calculate the energy consumption and acquire the energy consumption in step S64.

[0177] <Summary of the 6th Embodiment> As shown in Figure 20, 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 106 is high. Due to the high output or high energy capacity, the power used for departure and arrival is prone to errors.

[0178] According to the distance calculation device 40 (range calculation device 40) 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 106 by the departure and / or arrival power required for the electric vehicle. As a result, the accuracy of estimating the range can be improved for electric vehicles (eVTOL 100) that move in the horizontal and vertical directions. For the reasons above, the distance calculation device 40 in this embodiment is suitable for the distance calculation unit 322 shown in the prior embodiment. By applying it to the distance calculation unit 322, the accuracy of estimating the range with a normal battery can be improved. This further enhances the safety of operation.

[0179] The power consumption for departure and arrival may be 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. As an example, the distance calculation device 40 has a function to calculate the power consumption for departure and arrival. The distance calculation device 40 calculates the power consumption for departure and arrival based on historical information, that is, data on past power consumption for departure and arrival. By using historical information, the influence of fluctuating factors can be taken into consideration, and the accuracy of the power consumption for departure and arrival, and consequently the accuracy of the cruising range, can be improved. For example, even on a route that has never been flown before, the accuracy of the cruising range can be improved. By improving the accuracy of estimating the cruising range, the safety of operations can be further enhanced.

[0180] 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 40 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 while taking into account the difficulty of the location. This historical information may also include data from other aircraft. Therefore, the accuracy of the flight range and, consequently, the safety of operations can be further improved.

[0181] Ease of operation and output characteristics vary depending on the model (type) of the electric mobile device. The distance calculation device 40 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 device. 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 the aircraft, is used.

[0182] 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 40, 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.

[0183] Air density, or air resistance, which affects fuel efficiency, changes with cruising altitude. The higher the cruising altitude, the lower the air resistance. Furthermore, fluctuations in cruising altitude are accompanied by fluctuations in power output. The distance calculation device 40 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.

[0184] <Variation> Figure 25 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 25 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%.

[0185] Thus, the output performance of battery 106 is affected by the State of Charge (SOC). Therefore, instead of using historical information, the amount of power generated and received may be calculated based on the SOC dependence of the maximum output of battery 106. The distance calculation device 40 (power calculation unit 43) may, for example, have a map showing the SOC dependence of the maximum output of battery 106, output A, and a predetermined time in advance, and calculate the minimum SOC, and consequently the amount of power generated and received. This allows for the calculation of the amount of power generated and received in a simpler way than using historical information. The map, output A, and time are set, for example, based on data acquired during testing.

[0186] The map is not the only way to show the SOC dependence of the maximum output of battery 106. 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 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.

[0187] As shown in Figure 26, the output performance of battery 106 is affected by battery temperature and battery degradation. The solid line in Figure 26 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 106 increases, and the output decreases. Similarly, when battery 106 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.

[0188] (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.

[0189] 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.

[0190] 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.

[0191] 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.

[0192] 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.

[0193] 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.

[0194] 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 an anomaly prediction diagnostic device 20 or an operation management device 30, and non-transitory physical storage media such as semiconductor memory on which such programs are recorded.

[0195] If the target battery fluctuation information is temperature fluctuation information (ΔT / Δt or ΔT / ΔI), and the thermal capacity of battery 106 is large, there is a possibility that battery fluctuations may lag behind environmental fluctuations. Therefore, for example, the presence or absence of abnormal signs may be determined using battery fluctuation information obtained using the battery parameters acquired this time and environmental fluctuation information obtained using environmental parameters at a predetermined number of times or a predetermined time before the current acquisition timing. This prevents misjudgments caused by delays in battery fluctuation information relative to environmental fluctuation information due to factors such as the thermal capacity of battery 106. This method may also be applied when determining the presence or absence of abnormal signs using multiple sets of battery fluctuation information and environmental fluctuation information. Alternatively, the presence or absence of abnormal signs may be determined using multiple sets of environmental fluctuation information obtained a predetermined number of times before the timing of multiple sets of battery fluctuation information.

[0196] (Disclosure of technical ideas) This specification discloses several technical concepts, as described in the following paragraphs. Some paragraphs may be written in a multiple dependent form, with the range paragraph selectively referencing a preceding paragraph. Furthermore, some paragraphs may be written in a multiple dependent form, referring to another multiple dependent form. These paragraphs written in multiple dependent forms define several technical concepts.

[0197] <Technical philosophy 1> An abnormality prediction diagnostic device for an electrically operated mobile body (100) that moves in the horizontal and vertical directions, A determination unit (23) determines whether or not there is an abnormality in the battery (106) based on battery fluctuation information, which is fluctuation information of the battery (106) in the electric mobile unit, and environmental fluctuation information, which is fluctuation information of environmental parameters. An output unit (24) that outputs information regarding the aforementioned abnormality prediction, An abnormality prediction diagnostic device equipped with the following features.

[0198] <Technical philosophy 2> The abnormality prediction diagnostic device according to technical concept 1, wherein the environmental change information includes information on the position and / or external pressure of the electrically operated moving body in the vertical direction.

[0199] <Technical philosophy 3> An abnormality prediction diagnostic device according to Technical Concept 1 or Technical Concept 2, wherein the battery fluctuation information includes fluctuation information for at least one of the following: temperature, charge / discharge current, dimensions, internal pressure, and gas concentration of the battery.

[0200] <Technical philosophy 4> If the determination unit determines that there is an abnormality, the system includes a prediction unit (25) that predicts the timing of the abnormality based on the battery fluctuation information. The output unit includes the time of the abnormality occurrence as output information when there is an abnormality indication, as an abnormality prediction diagnostic device according to any one of the technical concepts 1 to 3.

[0201] <Technical philosophy 5> The output unit outputs the timing of the abnormality occurrence to a display device, as described in technical concept 4.

[0202] <Technical philosophy 6> An abnormality prediction diagnostic device according to any one of technical concepts 1 to 5, wherein the determination unit uses the battery fluctuation information and the environmental fluctuation information multiple times each in order to determine an abnormality prediction.

[0203] <Technical philosophy 7> An operation management system for an electrically powered mobile body (100) equipped with multiple batteries that moves in a horizontal and vertical direction, An abnormality prediction diagnostic device (20) determines whether there are any signs of abnormality in the battery based on battery fluctuation information, which is information on fluctuations in the battery, and environmental fluctuation information, which is information on fluctuations in environmental parameters, and outputs information related to signs of abnormality. An operation management device (30) manages the operation of the electric mobile body and performs predetermined controls to ensure the safety of operation based on information regarding abnormal signs, A flight management system equipped with the following features.

[0204] <Technical philosophy 8> The abnormality prediction diagnostic device predicts and outputs the timing of the abnormality occurrence based on the battery fluctuation information when an abnormality is detected. The flight management device described above performs the predetermined control based on the timing of the occurrence of the abnormality, as described in technical concept 7.

[0205] <Technical philosophy 9> The flight management system according to Technical Concept 8, wherein the flight management device notifies, as a predetermined control, that maintenance of the abnormal battery is required when the timing of the abnormality occurs exceeds a predetermined time based on the completion time of the flight plan.

[0206] <Technical Thought 10> The flight management device, according to Technical Concept 8 or Technical Concept 9, performs the predetermined control based on the timing of the abnormality and the remaining range if the operation continues using the other batteries excluding the battery that has been determined to have an abnormality, or the remaining power of the other batteries.

[0207] <Technical Thought 11> The flight management system according to technical concept 10, wherein the flight management device executes control to continue operation using the other battery when the time of the abnormality occurrence is below a predetermined time based on the completion time of the flight plan, and the cruising range using the other battery or the remaining power of the other battery exceeds a predetermined distance or predetermined power amount based on the flight plan.

[0208] <Technical Thought 12> The flight management system according to technical concept 10 or technical concept 11, wherein the flight management device re-engages the flight plan when the timing of the abnormality occurs is below a predetermined time based on the completion time of the flight plan, and the cruising range by the other battery or the remaining power of the other battery is below a predetermined distance or predetermined power based on the flight plan.

[0209] <Technical Thought 13> The aforementioned flight management device determines whether or not to operate the aircraft based on the result of determining an abnormality in the battery, as described in any one of the technical concepts 7 to 12. [Explanation of Symbols]

[0210] 10... Flight management system, 20... Anomaly prediction diagnostic device (diagnostic device), 21... Battery fluctuation information calculation unit, 22... Environmental fluctuation information calculation unit, 23... Anomaly prediction determination unit, 24... Timing prediction unit, 25... Output unit, 30... Flight management device, 31... External control unit, 32... Internal control unit, 321... Control unit, 322... Distance calculation unit, 323... Determination unit, 40... Range calculation device (distance calculation device), 41... Remaining distance calculation unit, 42... Remaining charge calculation unit, 43... Energy consumption calculation unit, 44... Remaining charge correction unit 45...Energy consumption calculation unit, 46...Distance calculation unit, 47...Output unit, 100...eVTOL, 101...ECU, 102...Processor, 103...Memory, 104...Storage, 104P...Program, 105...Communication circuit, 106...Battery, 107...BMS, 108...Sensor, 109...Environmental monitoring device, 110...Ground station, 111...Server, 112...Processor, 113...Memory, 114...Storage, 114P...Program, 115...Communication circuit, 120...Charger

Claims

1. An abnormality prediction diagnostic device for an electrically operated mobile body (100) that moves in the horizontal and vertical directions, A determination unit (23) determines whether or not there is an abnormality in the battery (106) based on battery fluctuation information, which is fluctuation information of the battery (106) in the electric mobile unit, and environmental fluctuation information, which is fluctuation information of environmental parameters. An output unit (24) that outputs information regarding the aforementioned abnormality prediction, Equipped with, An abnormality prediction diagnostic device, wherein the environmental change information includes information on the position and / or external pressure of the electrically operated moving body in the vertical direction.

2. The abnormality prediction diagnostic device according to claim 1, wherein the battery fluctuation information includes fluctuation information of at least one of the following: temperature, charge / discharge current, dimensions, internal pressure, and gas concentration of the battery.

3. If the determination unit determines that there is an abnormality, the system includes a prediction unit (25) that predicts the timing of the abnormality based on the battery fluctuation information. The abnormality prediction diagnostic device according to claim 1, wherein the output unit includes the time of the abnormality occurrence as output information when there is an abnormality prediction.

4. The abnormality prediction diagnostic device according to claim 3, wherein the output unit outputs the time of the abnormality occurrence to a display device.

5. The abnormality prediction diagnostic device according to claim 1, wherein the determination unit uses the battery fluctuation information and the environmental fluctuation information multiple times each in order to determine an abnormality prediction.

6. An operation management system for an electrically powered mobile body (100) equipped with multiple batteries that moves in a horizontal and vertical direction, An abnormality prediction diagnostic device (20) determines whether there are any signs of abnormality in the battery based on battery fluctuation information, which is information on fluctuations in the battery, and environmental fluctuation information, which is information on fluctuations in environmental parameters, and outputs information related to signs of abnormality. An operation management device (30) manages the operation of the electric mobile body and performs predetermined controls to ensure the safety of operation based on information regarding abnormal signs, Equipped with, An operation management system in which the environmental change information includes information on the position and / or external pressure of the electric mobile body in the vertical direction.

7. The abnormality prediction diagnostic device predicts and outputs the timing of the abnormality occurrence based on the battery fluctuation information when an abnormality is detected. The flight management system according to claim 6, wherein the flight management device executes the predetermined control based on the timing of the occurrence of the abnormality.

8. The flight management system according to claim 7, wherein the flight management device notifies information, including that maintenance of the faulty battery is required, as a predetermined control when the timing of the abnormality occurs exceeds a predetermined time based on the completion time of the flight plan.

9. The flight management system according to claim 7, wherein the flight management device performs the predetermined control based on the timing of the abnormality and the remaining range if the operation is continued using the other batteries excluding the battery that has been determined to have an abnormality, or the remaining power of the other batteries.

10. The flight management system according to claim 9, wherein the flight management device executes control to continue operation using the other battery when the time of the abnormality occurrence is below a predetermined time based on the completion time of the flight plan, and the cruising range using the other battery or the remaining power of the other battery exceeds a predetermined distance or predetermined power amount based on the flight plan.

11. The flight management system according to claim 9 or 10, wherein the flight management device redraws the flight plan when the time of the abnormality occurs is below a predetermined time based on the completion time of the flight plan, and the cruising range by the other battery or the remaining power of the other battery is below a predetermined distance or predetermined power based on the flight plan.

12. The flight management system according to claim 6, wherein the flight management device determines whether or not to operate the aircraft based on the result of determining an abnormality in the battery.

13. A program applied to an electrically powered mobile body (100) that moves in the horizontal and vertical directions, At least one processing unit (102) Based on battery fluctuation information, which is fluctuation information of the battery (106) in the electric mobile device, and environmental fluctuation information, which is fluctuation information of environmental parameters, the presence or absence of an abnormality in the battery is determined. Output information regarding abnormal signs. This includes, The program includes information on the fluctuations in the position and / or external pressure of the motorized mobile body in the vertical direction.

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